If NASCAR had started its truck
series in the late '60s, the race vehicles might have looked something like Mike Hickman's '68 C10 pickup. Mike, a Corvette fan and enthusiastic racer, bought the Chevy truck in 2009 after a wreck took out his previous hauler. With all his track history, Mike couldn't build just a cruiser, so he joined forces with Hotchkis Sport Suspension and put together a corner-carving race car in the shape of a truck. Here’s how they did it.
series in the late '60s, the race vehicles might have looked something like Mike Hickman's '68 C10 pickup. Mike, a Corvette fan and enthusiastic racer, bought the Chevy truck in 2009 after a wreck took out his previous hauler. With all his track history, Mike couldn't build just a cruiser, so he joined forces with Hotchkis Sport Suspension and put together a corner-carving race car in the shape of a truck. Here’s how they did it.
03.19.2009
Mike found the orange '68 in Sacramento, California. It had been cosmetically restored but was cruddy underneath and powered by a heavily cammed 383 stroker.
01.07.2010
Initial testing of the C10 demonstrated the expected road handling characteristics of a stock pickup truck.
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07.10.2010
Mike left the truck with Hotchkis Sport Suspension, where it was used to prototype and produce a bolt-on upgrade kit that includes components like front and rear sway bars to take care of some of the C10’s body roll. More track testing followed.
06.30.2010
Besides testing at the track, Mike entered the truck in competition and did well, even claiming a few wins, but there were faster trucks out there, and he wanted to do more, so the truck went back to Hotchkis.
out there, and he wanted to do more, so the truck went back to Hotchkis.
01.24.2011
The disassembly is the easy part. Hotchkis took the truck down to the frame. The goal was to improve the handling characteristics by reducing chassis flex.
01.25.2011
While the body was off the frame, Hotchkis used a foam LS motor to determine clearances between the cab and the engine. The desired mounting required notching the firewall.
05.13.2011
Mike chose the Chevy LS3 E-Rod smog-legal crate engine as the powerplant for the C10 build. We asked him why, since as a pre-'76 vehicle the truck was already smog-exempt in California. “In case [the politicians] change the rules,” he answered. “I want to be able to keep driving this truck. Now it’s as clean as any new vehicle.”
05.14.2011
Heavy modifications were made to the C10 frame before reassembly, including cross bracing in the rear, boxing in the front, and notching the crossmember. The E-rod now sits 3 inches lower and 6 inches farther back than on the original 383.
Keeping the weight down was a major focus for Mike. Whenever possible, steel components—like the driveshaft—were replaced with aluminum.
The truck’s original 12-bolt with 4.11 gears and a locker was not especially street friendly, so the build included a new Speedway Engineering Grand National floater assembly made up of a Ford 9-inch housing with floater snouts, solid axles, and other lightweight goodies. Mike has two sets of Currie gears for the rear: 4.11s for racing and 3.25s for the street. He says it’s a 30-minute job to swap ’em.
07.08.2011
The gas tank was replaced with a Rick’s Stainless 18-gallon unit, and the battery was moved to the rear.
03.20.2012
Final testing of the C10 showed massive improvements. Mike says the truck can keep up with modified race cars on the track. And stock muscle cars? They see nothing but tailgate.
07.01.2012
Mike’s truck may handle like a track car, but it still sees plenty of street use. He and his wife, Barbara, drive the pickup to car shows and on cruises, and it is often put to work towing their drag boat.
, but it still sees plenty of street use. He and his wife, Barbara, drive the pickup to car shows and on cruises, and it is often put to work towing their drag boat. 
Running like a go-kart at Adams Kart Track in Ontario, California.
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