Scott McCracken grew up riding and racing dirt bikes. A few years back he decided he wanted to build up a go-fast truck for fun and to try his hand at some desert competition. He put the word out that he was looking for a base truck for the project and a friend soon pointed him to a source that had what he was seeking.Scott ended up buying basically a basket case 1977 Chevy C10 truck in 2005 that had formerly been a working prerunner but was in the middle of some suspension modifications when the previous owner decided to move on to another project. Once Scott hauled it home on a trailer, he set out by removing most of the front end of the truck and started redesigning it the way he wanted.
Where we, and probably many of you, can relate is the desire to build up a cool project and do so on a budget short of what it costs to fly to the moon. This was Scott's plan as well. To keep costs down, he had planned to do most of the work himself, including all the mechanical, chassis, fabrication, and welding. He did have a few ace cards that would make achieving his goal easier. Scott designs and builds industrial machinery, works in the metal fabrication industry and around some well-known builders. Cutting Edge Manufacturing, where he works, does all manner of CNC work, including laser cutting and forming, so he does have access to some excellent tooling to turn his metal ideas into reality.
When he started, he knew little about building a truck of this nature but did a lot of studying and asking questions to friends and fellow fabricators. Being a mechanical engineer by trade, Scott is adept at designing and modeling with Pro/ENGINEER 3D CAD software, so most everything was designed and checked on a computer screen before metal parts were cut and welded.
 This shot gives you an overall...  This shot gives you an overall look at the front suspension workings. First, a subframe from steel plate and DOM steel tubing was built, and integrated under the stock front frame rails. Lower A-arms attach there. All suspension and steering components were 3D CAD designed and laser cut, and then TIG welded to form the complete structures. The uprights mate to the upper and lower A-arms through uniball spherical bearings to allow for plenty of rotation for the suspension and steering movement. The front hubs are from a Ford F-150 4x4, and the spindles were custom machined from billet to mate the uprights to the Ford hubs. The front vertical travel is limited to 21 |  One typically expensive part...  One typically expensive part in a build such as this can be the rear axle. Cash in five-figure amounts can disappear from you wallet if you want to source a serious race-built assembly complete with trussing, aftermarket shafts and all the other internals. Scott found an alternative that could still provide a beefy axle without breaking the bank. Scott took a salvage Chevy 14-bolt full-floater axle, and rebuilt and modified it for his needs. Down below, a skidplate attaches underneath and to a ring bolted to the pinion snout. |  We liked this interesting...  We liked this interesting bolt-on bridge truss that ties across the rear differential housing. It is easily removable to allow access to and removal of the differential cover. Rear axle gearing is 5.13:1 and a welded stock carrier rides in the pumpkin to keep the power making traction at both tires. The total weight of the 14-bolt rear axle with brakes is about 360 pounds. |
This truck took a few years to build given the financial constraints and Scott doing almost all the work himself. He made a parts list of components he knew he would need and was vigilant to shop for used parts or discounts that could bring in the parts he needed while minimizing the cash that left. He advised us that patience pays and it takes time to build, so look for good deals along the way.
Scott's already tried the truck out in a couple of races, placing second in class in the Whiplash Vulture Mine race and fourth overall in the Whiplash Firebird GP. He's looking forward to doing more racing regionally and in Best in the Desert races.
With the truck up and running, and starting to compete, it looks like Scott met his goal to build a DIY capable racer on a budget within reach of many of us. Maybe you'll build one too!
 Braking on all four corners...  Braking on all four corners comes from Coleman Racing four-piston NASCAR calipers clamping onto 13-inch Coleman rotors. Scott stops the truck with a pair of Tilton master cylinders, a 7/8-inch bore for the front calipers and 3/4-inch bore for the rears. Hard steel and stainless braid lines are used throughout. |  Out back, the upward suspension...  Out back, the upward suspension travel is limited with the help of 2.5 4-inch travel King air bumps. Each hydraulic bumpstop's can has been welded to the outside frame rail and meets up with a landing pad on the top of the trussed axle tube. |  Behind the engine sits a TH400...  Behind the engine sits a TH400 auto tranny. Scott installed a manual valve body and fabricated a custom rear crossmember to support the tail. Driveshaft U-joints are 1350 series pieces and the tranny has a fixed yoke output, which is stock on a 1-ton version tranny. Shifting is handled using an Art Carr gated shifter. |