Roadster Shop to sell its first production Legend Series 1973 squarebody C10 at auction

Part of the charm of squarebody Chevrolet pickups is their ruggedness. For their utility and simplicity, most people who gravitate toward the 1973 to 1987 generation of pickups expect a tradeoff in conveniences and comforts. Rather than accept that compromise, the Roadster Shop has introduced its Legend Series squarebody chassis, the first production platform for the custom chassis producer, and will offer the first truck from that series at auction later this month.

“We designed these to drive every single day like a new truck and to not think twice about using it,” said Jeremy Gerber, the co-owner of Roadster Shop with his brother Phil. “Everybody loves the old truck look, but people forget what it’s like to drive an old truck.”

Typically, Gerber and his crew build custom chassis for high-performance muscle cars and restomods, utilizing updated suspension technology and geometries to make them “feel like a brand new sports car,” he said. Seemingly every other car built for the SEMA Show or for the Ringbrothers these days sits atop one of the company’s chassis. The natural evolution of that approach, according to Gerber, is to apply it to pickups.

“The squarebody is the quintessential truck,” Gerber said. “They just don’t drive well, and that’s a limitation of the steering and suspension.”

Improving the Squarebody

So in 2017, Gerber tasked his staff of engineers with designing an entirely new chassis for the squarebody, one that would incorporate as much modern componentry as possible. Built from two-inch-by-six-inch .125-inch-wall rectangular tube, the frame carries over nothing but the body mounting points. Instead, its designed to mount a front differential and complete independent front suspension from a GMT K2XX platform Chevrolet 1500 Silverado, along with hydraulic rack-and-pinion steering, an LT-series V-8, an 8L90-E eight-speed automatic transmission, an MP3024 transfer case, and 13-inch disc brakes, all sourced new from GM. The 12-bolt rear axles, fitted with 3.70 gears and 12-inch disc brakes, hang from softer Deaver-built long-travel multi-leaf spring packs similar to those used on Ford Raptors. Specified for the chassis are custom two-piece aluminum billet wheels measuring 17 by 9.5 inches and designed to accept the stock hubcaps.

“This isn’t the chassis to put 5.13 gears and 44-inch tires on, then go bury in the mud,” he said. For that, the Roadster Shop already offers the solid-axle RS4 chassis.

Plans call for Roadster Shop to offer both rolling chassis complete with drivetrain and wiring and turnkey pickups using donor bodies supplied by the customer or by Roadster Shop. As of right now, Roadster Shop only offers the Legend Series in Blazer or shortbed wheelbases (106.5 and 117.5 inches, respectively), but “we are working on a Suburban chassis design, and we’ve seen a lot of interest in early 1969 to 1972 Blazers,” Gerber said. Engine choices will be either the 480-hp naturally aspirated LT1 or the 650-hp supercharged LT4.

Preparing for Production

While Gerber had Roadster Shop’s LT4-powered Legend Series test mule done by early 2019, he and his staff have spent the last few years putting miles on it and tweaking it in preparation for series production. In the meantime, He’s also started to stockpile clean, rust-free squarebody trucks with a little bit of patina to use as donors for turnkey trucks based on the series.

“We’ve been searching high and low for good examples of nice, original trucks,” he said. Because original shortbed K10s of that era are in such demand these days, he’s typically sourcing shortbed C10s from the southern and western United States. He said he has about half a dozen ready to go at this point.

(As a side note, Roadster Shop is not selling the turnkey Legend Series square bodies under the recently passed low-volume replica laws. Rather, they still wear their original C10 VINs and are being sold as any other shop would sell a restomodded or hot-rodded vehicle. However, “we are seeing some interest among replica manufacturers with using our rolling chassis,” he said.)

Serial Number 001

The donor for the first production turnkey Legend Series truck, however, came from right inside Roadster Shop. According to Gerber, a customer had already brought a clean Fremont-built 307-powered 1973 Chevrolet C10 to the shop, but didn’t like the color and instead found another. With the development on the test mule done and production of the chassis underway, the Roadster Shop crew began by lifting the Burnt Orange Poly truck’s body off the two-wheel-drive chassis and rolling the latter—complete with small-block, steering column, and brake system—away.

Gerber decided to keep most of the interior intact for the first truck after so many customers showed their appreciation for the original interior of the test mule, equipped with the same old blanket that covered the test mule’s ratty bench seat when it first arrived in the shop. “It was unanimous—everybody loved the character of the factory interior,” he said. That’s not to say the interior of the 1973 remains factory stock. After stripping out the original interior, the shop updated every mechanical aspect of the cab, from the Corvette door latches to the modern air conditioning system. They then added a layer of Boom Mat to quiet the truck before layering in insulating fabrics developed specifically for these trucks by a Detroit-area OEM interior provider.

The paint, Gerber said, remains 100 percent original. “All we did was wipe it down. This seems to be what everybody wanted—a finish that was old and distressed that they didn’t have to polish and keep nice.”

As with the test mule, the 1973 received an LT4 in its modernized chassis.

With all of the development work done, Gerber said it’ll take roughly four weeks to assemble the Legend Series trucks. Prices for the bare frames start at $30,000 and run up to $100,000 for complete LT4-powered rolling chassis. Gerber said he has 10 of the trucks going together at the moment and will “let the market decide” how many Roadster Shop will build rather than limit production to a certain amount.

The first production Legend Series truck will cross the block with no reserve at Barrett-Jackson’s Scottsdale auction, which takes place January 21 to 29. For more information, visit Barrett-Jackson.com.

Dates: November 1981 (above), September 1982 (below), April 1983 (bottom)

Location: Cleveland, Ohio

Source: via Cleveland Public Library Digital Gallery

What do you see here?

There’s opulence, and then there’s this 1966 Cadillac Fleetwood listed for sale on Hemmings.com. Built by Heinz Prechter for somebody with the initials RMN, this Cadillac dubbed “Madame X” is an exercise in extreme addition, from the coach lamps, hood-mounted chrome horns, and dual spotlights to the plush interior featuring a color television and tassels aplenty to the monograms on perhaps every panel of the car. While it remains unaltered from its Prechter state, the engine shows less than 13,000 miles, and the interior looks like it hasn’t aged outside of its fashion choices, the exterior looks like it’s taken a few dings and hasn’t;t benefited from the utmost of care over the years. From the seller’s description:

At the time of the build at Custom Craft, the story told by our seller and supported by the builder is that President Nixon’s Limousine was being built at the same time and coincidentally, the initials ”RMN” belonged to both the owner of this Cadillac and Richard M. Nixon. Please note that this Cadillac is being sold is ”as is” condition and the seller has not indicated any problems that need to be addressed. This is simply a well kept, ”one of a kind” 12,843 mile 1966 Cadillac Fleetwood Brougham ”as it was built” with noted minor flaws from age.

Detroit Speed and Engineering has long been known for its efforts to bring modernized chassis and suspension components to classic muscle cars and trucks. Originally founded in 2000 by Kyle Tucker, a former suspension engineer on GM’s Corvette development team who started designing suspension upgrades for a ’69 Camaro project in his spare time, the Mooresville, North Carolina-based company has become one of the preeminent shops for pro touring hardware in the years since. But did you know that DSE has a stable of incredible in-house builds as well?

The latest entry in the growing roster of DSE stunners is this 1965 Buick Riviera GS. As Detroit Speed’s Matt Butts explains, it’s a build which epitomizes the company’s overarching goal of bringing contemporary performance to vintage platforms without compromising classic style. “The big thing for us is that we want to keep the elements that made the car cool in the first place. From there we expand on the details and refine the overall package, but we never want to lose the original vibe of the car. And from a performance standpoint, we of course always put a lot of emphasis on the handling, drivability, and the ride quality of the vehicle.”

Although it looked like a fairly clean example when it first rolled into the shop, Butts says that it soon became clear that the team had their work cut out for them with this particular GS. “We discovered a ton of rust, and anyone who knows Buick Rivieras from this era can attest to the fact that there’s not a lot of reproduction parts available for them. So that meant that a lot of those parts needed to be built from scratch. But the overall concept was clear from the get-go: Take an iconic car and make it even better than it originally was.”

Being a DSE build, the chassis was an obvious focal point for the build. But while the company offers an array of direct bolt-in suspension systems for everything from first-generation Mustangs to Chevy C10 pickups, some projects call for a more bespoke approach.

“With this Riviera, we ended up grafting our first-gen Camaro hydroformed subframe assembly into the car,” Butts says. “And our engineering team basically scratch-built a rear suspension for it using our QuadraLink system components. The Riviera’s original rear suspension is kind of unusual – it’s a three-link design. We wanted to stick with that three-link setup, so we basically just built our own using our Swivel-Link components. It goes back to staying true to what the original vibe of the car was.”

The custom suspension setup has been matched up with hydraulically-adjustable JRi JRide shocks that can raise or lower the car by as much as three inches without changing the car’s ride characteristics, while a DSE rack-and-pinion system bestows the Riviera with a level of steering precision that Buick engineers could only have dreamed of back in the day. Stopping power has also been dramatically improved thanks to a Bosch Motorsports ABS system, Brembo calipers, and carbon ceramic rotors.

It’s all seriously impressive stuff, but where things start to get really interesting is under the hood. Although the power plant might look like a traditional Buick Nailhead V8 at a glance, it’s actually a 468-cube Black Label LSX from Mast Motorsports that’s outfitted with a custom Mast three-bolt core cam, Mast Black Label LS1 295cc cylinder heads, a Holley dual throttle body intake, and a Holley Dominator EFI system. It’s a combination which belts out a healthy 730 horsepower while also perfectly matching the car’s overall aesthetic.

“The Nailheads have really distinct head and valve cover designs – it’s a really wild looking engine,” Butts points out. “We wanted to capture some of that here as well, so we machined adapters that bolt onto the cylinder heads so we could make them look larger and give it the look of that Nailhead orientation. From there we machined some finned valve covers with the Buick script and hand-fabricated the air cleaner.”

The dual-snorkel intake was also purposely oversized in order to hide the fuel rails and wiring, an effort that adds to the engine’s convincingly old-school appearance. “We also relocated the coil packs – they’re all mounted in a cluster at the very back of the intake manifold, so it looks like a distributor,” he adds.

The exterior’s sinister red paint was inspired by Ferrari’s Rosso Mugello hue, and a range of custom exterior touches have been applied to give the build a unique look without abandoning the original sense of style. “We hand-fabricated the front and rear bumpers,” Butts tells us. “They’re sort of stock-style, but they’re sleeker and tucked really tight to the body. We also 3D-scanned the factory headlight assemblies because those clamshells have a really tight bar spacing to them from the factory, and then we designed our own headlight assemblies that perfectly match the spacing of the grille bars. We 3D printed them to make sure they would have the symmetrical look that we wanted across the front of the car, and then we machined them out of billet aluminum and chrome plated them.”

DSE also relocated the tail light assemblies from bumper into the tail panel to clean up the look out back. Similar to the development process of the headlight assemblies, a rendering was created and then 3D-printed up to verify that everything was up to snuff. The finished pieces were machined out of solid pieces of brass and then chrome plated.

Despite the emphasis on big power and chassis tuning to match, the Riviera is still a grand touring machine more than anything else, so the cabin is appropriately well-appointed. As Butts pointed out earlier, reproduction parts can be hard to come by for these cars, so DSE refinished the parts that they deemed usable and fabricated the ones that they did not. Since the team had to create the entire custom floorboard in order to accommodate the custom frame and modern 6L90E gearbox, they also fabricated a custom center console and made other design tweaks where they saw appropriate.

“The idea was to create an interior that looks original but is actually far from it,” says Butts. “So all of the wood inserts in the door panels and the center console are constructed from bloodwood planks which were milled down to veneers, cut to fit, and satin clear coated. Satin tends to bring out more of the grain pattern than a gloss finish does.”

The steering wheel is also a custom piece. While the team wanted to retain the look and feel of the original, they also wanted to provide the driver with more control over the transmission when needed. They incorporated paddle shifters into its design as a result, an assembly which now includes more than a dozen billet machined components. Adding to the vintage-meets-modern motif are the repurposed the factory climate control sliders, which now control the adjustable suspension and Hooker Blackheart exhaust cutouts.

After a five-year gestation period, the Riviera made its debut at the SEMA show in Las Vegas, Nevada, earlier this year. And as you’d expect, it turned plenty of heads on the show floor. “I think it’s one of the more detailed Riviera builds of the last few years,” Butts says. “For us it’s about extenuating the style and refining the overall package without losing that original flavor.”

Once a cult classic, 1979-1993 (“Fox” or “Foxbody”) Mustangs have reached full-blown collector status, with values to match. But you don’t have to be a trust fund baby to afford one—especially if you avoid the Fox Unicorns and Holy Grails. There are plenty of affordable 1980s Mustangs that are reasonable—even bargains—if you wander off the beaten path. As collectors fight over low-mile 1993 Cobra and Saleen Mustangs, some under-the-radar variations are ripe for picking at bargain basement prices. Making a few compromises can scratch that pony car itch while keeping more money in your wallet.

Back in the day, a 1987-1993 Mustang 5.0 LX coupe was the one to have. It packed the lineup’s powerful, durable, small-block V8 and 5-speed manual transmission into the stiffest, lightest Mustang chassis. The result was a pocket rocket that scooted from stoplight to stoplight quicker than just about everything else of the era. When small-block Chevy engines dominated aftermarket offerings, the popularity of the Fox Mustang released pent-up demand from the Ford faithful, and Ford speed part sales skyrocketed. The result is a double-whammy in the collector car market: nostalgic demand for “five liter coupes” and the scarcity of said coupes that were unmodified make these particular Fox Mustangs’ fetch values far above their peers.

So, what are your options if you’re looking for some Fox Mustang fun, but don’t have spare organs to sell? The further you stray from the five-liter, five speed coupe formula, the more affordable 1979-1993 Mustangs become. You can get that special Fox Mustang experience without breaking the bank by adopting one of the black sheep in the Fox Mustang family tree. Here are a few examples of affordable, eccentric Fox bodies that are rare, collectible, and still a bargain:

1979 Mustang Turbo Four Pace Car

Ford commemorated the new-for-1979 Mustang pacing that year’s Indianapolis 500 by offering a replica pace car package. Pace car replicas featured V8s or turbocharged four-cylinders under their hoods. Besides unique exterior paint and graphics, the interior featured Recaro seats, leather-wrapped steering wheel, and unique instrument panel. About 10,400 were made, with production about evenly split between turbo 4s and V8s.

1979-1986 Mercury Capri

An often-overlooked Fox “Mustang” is the Mercury Capri. Mercury Capris were Fox Mustangs with mildly different body panels and different badging. Mechanically, they’re identical to Mustangs—which is perfect for those looking for something “different,” without paying a premium for the privilege. Capris featured some unique features, including flared fenders (though the overall body width remained the same) and optional “bubble back” rear hatch glass.

ASC McLaren Mustang and Capri

American Sunroof Corporation (ASC) partnered with McLaren to produce a low-volume, specialized version of the Mustang and Capri for buyers wanting a higher level of style—while still being loyal to the blue oval. The result was a series of coupes and convertibles that—by no accident—brought German styling to the Fox chassis. With production numbers in the hundreds (not thousands), exclusivity is now available at affordable prices.

1984-1986 Mustang SVO

Electronic fuel injection in production cars brought turbocharging to the masses. Automakers harnessed the ability to pack big power into small, lightweight engines for better fuel economy and attract customers attracted by high-tech transportation. The Mustang SVO was the result when Ford engineers were locked in a room and left to their own devices. The SVO was marketed as containing technology that trickled down from Ford’s contemporary sports car racing programs. The Mustang SVO featured a 2.3-liter turbocharged engine, unique suspension, four-wheel disc brakes (a first for Mustang), five-lug wheels, unique aerodynamics, and driver-focused interior. The SVO’s relatively high retail price and American preference for hairy-chested V8 grunt made the SVO more of a nerdy oddity than a sales smash. That continues with the collector car market as well. The sheer number of unique parts on the SVO make basic replacement parts (such as front ball joints) difficult to find, and often require retrofitting parts from more common V8 counterparts. The result is SVOs are affordable but require resourcefulness to restore and maintain.

1984 Mustang G.T. 350

Don’t let the name fool you: these weren’t “Shelbys,” though ol’ Shel likely kept Fords lawyers busy anyway. Ford decided (apparently at the last minute) to commemorate the Mustang’s 20th anniversary with a special styling package for 1984. Mustangs. G.T. 350s were mechanically the same as other Mustangs, and were powered by V8s or 4-cylinder turbos, with only 5,261 cars produced.

While the big money chases a few Fox Mustangs, the rest of these examples have flown under the radar…which makes them excellent prospects for entry-level collectors and enthusiasts.