STeo Greene grew up in America but has spent the last 31 years in Australia, so while the no-yak accent has softened considerably, no amount of Bush Chowks and GDs can fully hide his Yank heritage. Sakti
First published in the September 2022 issue. Street Machine
The trim and bumpers copied the satin black coat, as did the roof. The custom cab trim pieces that run up the rear pillar add a bit of flair.
And in keeping with that heritage, most of the nice cars Steve has had over the years have been of the American muscle variety, but they were always really flashy and nowhere near the utility of his current ride. were Although this old C10 looks a little rough, it has all the comfort and performance Steve was after, but even better, he can kick it all day, get it wet, and jump to the next one. Day can do it all. Day
As it turns out, a humble C10 was one of Steve’s early automotive influences. “When I was a kid, I used to go to my grandfather’s house in Georgia. Downstairs was a Sinclair gas station,” he recalls. “He bought a ’64 Chevy C10 in 1964, when I was seven years old. . I used to sit on his lap and he would teach me how to drive.
About five years ago, Steve sold his ’72 Camaro and was scouring the Internet for a new project. “There was a guy in Queensland called Cohen Arthur who would go to America three times a year, buy a pick-up truck, pick up a whole bunch of Harley parts and bring it all back,” he says. “It was about the 10th or 12th truck he brought back and he said it was really solid with no rust, and it was true.” Once Steve gets his hands on a truck, it won’t stay original for long. He had plans, and he knew exactly who to turn to.
A year or two ago, Steve came across Kevin Edwards’ ’66 F100.Sm, Sep ’15) at the WA Hot Rod & Street Machine Spectacular and was sure he was the right guy to build. “I had a vision of what I wanted — a beautiful high-horsepower motor and modern suspension — and I just said to him, ‘I don’t want to skimp on anything, so let’s try to make it as good as we can.’ Get better,'” says Steve. “There are no shortcuts with this.”
With these fairly extensive build requirements in mind, Kevin researched what suspension package would work best and give Steve the performance he wanted, given that his previous ride was a Pro Touring Camaro. Kew opted for the United Speed Shop IFS, which comes with everything: sway-bars, Baer brakes, coil-overs and power rack-and-pinion steering. For the rear end, the Macdonald Brothers four-link gets the nod with dual adjustable coilovers. It finds a Currie nine-inch differential, with Truetrac on a weird 35-spline center, all assembled by Champions in Final Drive.
“We tried to do as much as possible so it handled well and stayed connected,” says Steve. “It brakes and drives like a modern car and has amazingly low body roll, and it looks better than a Camaro! Everyone loves it. A modern car still very much.” Better, but it’s more of an analog experience than a digital experience.
The United Speed Shop front end features power rack and pinion steering, adjustable coilovers and big brakes that turn this old hay hauler into a beautiful corner carver.
The chassis is three-inch flow-notched and boxed, which was a piece of cake for the Q. He has a long history in mini trucks and throwing things to the ground with airbags, so he struggled a bit when Steve wanted a truck built with static suspension. “I’ve never wanted anything over the top,” says Steve. “To me, that’s like having a showerhead with 15 settings. How many do you use after the third shower? One.”
For reliable modern horsepower with the added cool factor of being supercharged, it’s hard to go past the LSA. The C10 has a crate motor with some updates to give it a bit more spin. There’s a 100mm throttle body, water-to-air intercooler, smaller pulleys and larger injectors, which adds up to more than 500hp at the rear tire. It’s matched to a 6L80E transmission, but instead of working in some kind of late-model shifter, Cue modified the idedate column to file the shifter detents to match the six-speed.
The LSA crate motor isn’t tuned at all, but it’s been treated to a 100mm throttle body, water-to-air intercooler, smaller pulley and bigger injectors, enough to deliver 512hp at the wheels.
The interior also features an Alpine iLX-F309E touchscreen head unit, with a Rockford Fosgate amp and speakers mounted behind the seat in a custom fit-out performed by Grant’s car stereo. Some extra bolstering and headrests were copied from the original bench seat, and then re-trimmed in black leather with turquoise cloth inserts from a VW Beetle, matching the exterior perfectly. There is also a removable armrest with cup holders.
The patina flecked paint that the C10 wears is also original, apart from the rear tubs, which were fabricated by Kev and then painted to match the rest. “It’s probably been resprayed twice in some areas, but it’s the original paint, so we kept it that way,” says Steve. “The top edge of the tray has a lot of patina, so we put a matte finish on it to lock it in and prevent it from rusting.”
The bench seat is extra reinforced and has a removable armrest with cup holders. The turquoise fabric inserts are from a VW Beetle, of all things, and tie in well with the exterior color. The steering wheel is a smaller version of the one you’d find in a ’57 Chevy Bel Air, while the instrument cluster is for ’67-’72 C10s, which had to be tweaked a bit to fit in the dash.
With the C10 complete, Steve thinks he’s done it all with custom cars and trucks, but thinks everyone should do it at least once. The trick is finding the right people to help you and see your vision through to fruition, and he’s absolutely thrilled with how the pickup turned out. “I wanted something you could drag Harleys to the lights with, but if you wanted to drive it like a grandma, it just went. You wouldn’t even know there was any panic in it. How much.” Ever have a fantasy where reality equals it? That’s not usually the case in life.”
1964 Chevrolet C10 Specs
|paint:||Matte clear over original paint|
|include:||100 mm throttle body|
|Manufacturer:||1.9L with PWR intercooler|
|Valves:||2.165in (in), 1.590in (ex)|
|Camera:||Hydraulic roller, 198/216@.050, 0.492in/0.480in lift|
|radiator:||Desert coolers of Australia|
|Emissions:||Custom headers, 2in primaries, Magna Flow muffler, side exit exhaust|
|Converter:||Club Sport R8|
|Difference:||9in, Truetrac, 35-spline|
|in front:||United Speed Shop|
|Back:||McDonald’s Brothers Char Link|
|shocks:||Adjustable coil over (f&r)|
|Steering:||Power rack and pinion|
|brake:||Bear Discs (f&r)|
|codes:||Wheelsmith Chevy Artillery Style; 15×8 (f), 15×12 (r)|
|Rubber:||Mickey Thompson; 28×10.00R15LT (f), 29×15.00R15LT (r)|
Kevin Edwards; James England at Proshine for Hoosier letters; Passion in the LSX powertrain to build a great transmission; Kieran Featherstone at deSIGNco for the old-school lettering on the bonnet; Grant and his team in Grant’s car stereo; Final drive for construction and maintenance of 9in; United Speed Shop for an amazing front end; McDonald’s Brothers for the great four link.