In the early years of the truck platform, extending into the ‘90s, they were manufactured as pure workhorses – bare bones, no frills, often with regular cabs. Their singular task: to assist in farm, ranch, or job site labor, among other duties. For the Hull family, this meant labor at their sawmill. Howard Hull purchased his 1969 Chevy C10 brand new for $2,820. The truck arrived in a rare configuration with a 400ci small block under the hood, backed by a 4-speed transmission, a 6.5-foot bed, and 4WD. In those times, 4WD models were less relevant than they are today. The truck faithfully served the mill for decades; Brent, Howard’s son, and his siblings learned to drive while working with it.
After the C10 was retired, Brent began envisioning the future life of the Chevy truck. In a few years, the build took shape. However, this wasn’t an average frame-off restoration project – Brent wanted to go all-in, and that’s precisely what he did. Brett Duestch boxed the frame after the truck was dismantled at Terry Marion’s shop. Despite the rarity of 4WD, Brent’s inclination toward a street truck and the challenges of aging led to the installation of a 2WD front clip.
Custom front suspension components, including tubular a-arms and shock mounts by Matt Goins of Tick Performance, were added. A double-adjustable converted Viking coilover suspension paired with these a-arms, and Wilwood spindles adorned the ends. The rear end treatment mirrored the attention to detail, featuring a beefed-up 10.5 AAM from some newer HD Ram trucks. Modifications included a cryogenically treated 3.23 ring and pinion with a Yukon locker, Moser axles, and 5/8-inch wheel studs from Vanishing Point. While trucks of yesteryear relied on leaf springs, Brent opted for a comprehensive approach. Brett tackled the custom tubular trailing arm system with an anti-roll bar, and the Panhard bar ensured the truck stayed planted. Double-adjustable coilovers from Varishock completed the setup. Of course, a new frame and suspension wouldn’t be complete without a fresh coat of black powder.
The story takes an intriguing turn. As previously mentioned, Brent grew up working on a sawmill, where most of the machinery was diesel-powered. Seeking something unique that maintained a factory appearance, Brent, unlike 90% of C10 retro truck builders opting for new school LSX-based power, chose the coal-burning torque monster – a Duramax diesel.
The powerplant, based on the 2011 6.6 liters “LML” platform, utilized a high-pressure fuel system for power. Matt had to modify the firewall for the Duramax turbo location to achieve a factory look. Diesel performance can be extraordinary when the EPA isn’t involved, and in a truck like this, it’s downright awe-inspiring. Waglers Diesel Performance, a premier shop in the industry, became the natural choice for Brent to spec a torque monster. Diesel Addiction commenced with Wagler cleaning up the factory block and using the stock crank, rods, and pistons suitable for substantial power. The beauty started with Wagler’s own After Fire camshaft. The heads were machined for the more popular “LBZ” Duramax injectors and “Waglerported” for improved airflow. Finishing touches to the long block included ARP head studs and hardened push rods. Clean Cooperhead-painted valve covers topped off the LML.
Generally speaking, once someone outfits a tuner, exhaust, and intake for their diesel-powered ride, the next stop for power is air and fuel delivery. Brent spared no expense in this regard but had to balance the desire for a factory-installed look with packaging issues. The 403ci diesel power breathes through a Stainless Diesel five-blade S475 turbo and then into a DHD intake manifold. Fueling includes a 200 Airdog fuel pump sending fuel into an S&S Diesel 12mm injection pump, supplying diesel into 200% over LBZ Duramax style injectors. Wagler claims this setup is suitable for a stout 750whp and 1400wtq. The frame-twisting power exits through Pro-Fab manifolds and a well-thought-out stainless exhaust by Matt, fitting almost to factory specs.
Backing the Wagler monster is a Diesel Addiction-built Allison 1000 transmission, supporting all the goodies. Power transfers through a Suncoast Billet flywheel, a 1072 3200rpm stalled converter, into a stock-cased Allison complete with all billet Diesel Addiction spec’d internals and clutches. A custom one-piece driveshaft with large 1480 U-joints and loops finishes the connection to the built 10.5 AAM rear end.
Brent didn’t skimp on stopping power either, utilizing Wilwood rotors front and rear, along with their larger six-piston calipers. These six-pistons sit behind polished Budnik Gasser wheels, 20×8.5 up front and 12.5 wide out back. A set of Nitto NT555G2 245/45R20s reside out front while large 315/35R20 tires finish off the pro-touring look.
While Brent aimed to maintain a factory appearance in much of the cab, he first had Matt fill in the fuel fill location. Terry performed little aside from tinted Vintage glass and finishing the truck in a clean Frost White. However, from the bed back, much has changed. The floor was raised four inches, and wheel tubs were doubled. A 15-gallon fuel cell replaced the factory tank. Two unique exterior elements that appear factory but aren’t include the driver-side marker light doubling as the fuel door, and the license plate holder hiding a custom 2-inch hitch. Matt also filled in the stake pockets.
One might think only so much could be done to a minimalistic work truck from the late ‘60s. The detail that went into the interior is just as mesmerizing. A retro digital dash incorporates the primary gauges, while Matt stashed away the SPA gauges for boost and EGTs in the cigarette lighter. He also provided Brent with gauge reset, line lock, tap shifter, and cruise control. Scarlett Upholstery’s work is nothing short of spectacular, using a lowered factory bench covered in black and white houndstooth inserts into black leather. The Duramax/Allison is no small combination. To ease repairs, Matt built a three-piece transmission tunnel. Memphis Audio, down to the 12” sub, completes the sound system, while a Vintage air system keeps Brent cool while he listens to his favorite music. If all that wasn’t enough, Terry painted a Frost white cage to blend in, with removable door bars – an additional beautiful touch by Matt Goins.
In conclusion, it took Brent nine years to complete the truck. Brent had one thing in mind, though. He wanted to give his 96-year-old dad, Howard, a ride in the truck after it was finished. That singular act was enough for Brent, irrespective of his deep love for the family heirloom’s reincarnation. For this, he expresses gratitude to Dustin and all the guys at Diesel Addiction, Terry Marion at Vanishing Point, his two grandsons Derek and Case Sechrist, and especially Matt Goins of Tick Performance for bringing his vision to life.
To the sadness of our entire staff, Brent recently ended his fight with cancer and passed away peacefully two weeks before this issue was printed.
