“FOR TODAY’S TRUCKER” MARCH 2026 ® Magazine SINCE 1993! Stan Silva Jr. of Castroville, CA and His Rad 1990s... HOME BUILT HOT ROD A CLASSY PETERBILT 379 FARM TRUCK FROM PENNSYLVANIA COMPLETE REPORTS FROM SHOWS IN FLORIDA & ILLINOIS
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20 68 10 ® 34 FUN: WordSearch 45 • Truckertoon 49 • Crossword 65 • Red’s Rides 67 • NumberSearch 71 • Words To Live By 76 MARCH 2026 CONTENTS VOLUME 33 ISSUE 7 COVER FEATURE Stan Silva Jr. and His Home Built Hot Rod Peterbilt ....... 10 PERFORMANCE ZONE A Costly Detroit Diesel Repair Error Revealed ................ 17 SPECIAL FEATURE The Musser Family and Their Classy Farm Truck ........... 20 HEALTH & HAPPINESS Staying Safe in Frigid Temperatures ............................... 25 CLINT’S CREATIONS Silly Drivers, Trux Are For Kids ........................................ 27 TRUCK SHOW REPORT The “Biggest Little Truck Show” in Peoria, IL .................. 30 WHO’S WHO IN 10-4 Get to Know Another One of Our Key Contributors ........ 33 TROY’S TREASURES Angel’s T600A is from “The Golden Years” ..................... 34 THE VETERAN’S VIEW More March Madness in Kentucky Once Again .............. 46 TRUCKING AROUND THE WORLD This Swedish Hot Rod is a True Masterpiece .................. 50 OUT OF THE ARCHIVES Another Old Gem from Bette Garber’s Collection .......... 53 TRUCK SHOW REPORT Raney’s Grants Even More Wishes in Ocala, FL ............. 54 TRUCKAPEDIA Cool Truck Models and One Rockin’ Model-Maker ........ 60 TRUCKER TALK This Amazing Mother was Also a Big Influence .............. 68 POETRY IN MOTION Trevor Ponders Life as “Someone Else’s Kid” ................ 73
8 10-4 Magazine / March 2026 We at 10-4 Magazine® love to hear from our readers. If you have any comments, suggestions, gripes, questions, or just some information you would like to pass on to other readers (truckers just like you)... VISIT US ON OUR WEBSITE: www.tenfourmagazine.com FOLLOW US ON SOCIAL MEDIA: Search for Ten Four Magazine SEND US AN E-MAIL: 10-4@tenfourmagazine.com WRITE US AT: 10-4 Magazine Post Office Box 639 Dunlap, CA 93621 CALL US ON THE PHONE: (559) 338-2703 10-4 MAGAZINE IS: Daniel J. Linss - OWNER/EDITOR-IN-CHIEF/MARKETING Jean Osugi - OWNER/TRUCK SHOW SUPPORT/HR Tim Sieben - OWNER/TFK MANAGER/SHOW SUPPORT Shannon Linss - OFFICE MANAGER &DISTRIBUTION Eric Hill - MARKETING SALES MANAGER/SHOW SUPPORT John Testa - SALES &DIGITAL CONTENT MANAGER Stephanie Haas - PRODUCTION ASSISTANT Parker Linss - PRODUCTION ASSISTANT/SHOW SUPPORT John Hambro -WEBSITE MANAGER Vic Vasselin - MONTHLY “TRUCKERTOON” ARTIST Mark McClain - CUSTOM CROSSWORD CREATOR Ron Kelsey - PRINT &DIGITAL SALES/AZDISTRIBUTION Jonathan Townsel - CENTRAL CALIFORNIA DISTRIBUTION Hugo Ruano - L.A. & L.B. HARBOR DISTRIBUTION Teresa Franco - LOS ANGELES COUNTY DISTRIBUTION Derek Bennett - HIGH DESERT DISTRIBUTION Julio “Junior” Tapia - INLAND EMPIRE DISTRIBUTION Terry Coombs - OR, WA & IDAHO DISTRIBUTION CONTRIBUTING WRITERS, EDITORS &PHOTOGRAPHERS: Bruce Mallinson• Kim Jaikes • Trevor Hardwick Dennis Mitchell • Stephanie Haas • Clint Moore Mark Harter • Xavier Stefaniak • K.M. Stanfield Eric Hill • Kasey Aslinger • Miss Flatbed Red Colin Kund • Ryan Rosetta • Norma Hannigan Troy Miller • Terri “Bookworm” Schlichenmeyer WEBSITE: MEDIA: Magazine PHONE:
Cover Feature: By Daniel J. Linss that was located in Moss Landing, one town over from their current location in Castroville, where they moved to in 1989. Starting out as a 3-acre site, the operation now covers 26 acres and has several divisions, including a recycling center, a scrap yard, an aggregate plant, a fabrication shop, and a truck yard, just to name a few. George Silva died in 2000 at the age of 86 years old, but Stan Sr., who had run much of the business since the beginning, had no problem taking the reins, because he had been the leader all along. Stan Sr. always worked hard, and Stan Jr., who was born in 1965, did not see his father much while growing up. In the 1970s and 80s the company got heavily into demolition work, and that created a lot of growth. Stan Sr. would work in the yard all day and then drive truck all night, hauling scrap or demolition debris, and moving equipment between sites. Before A&S started, Stan Sr. hauled logs and wood chips, and Stan Jr. can remember going out with his dad in the 1958 Peterbilt he drove when he was only three or four years old. In 1974, the company bought a brand-new day cab Peterbilt 359 with a short hood, and that became Stan Sr.’s everyday driver (the company still has this truck, and Stan Jr. plans to rebuild it soon). At 15 years old, Stan Jr. began driving a roll-off truck locally before he even got his license. Once he turned sixteen he got his Class 1 license and started hauling scrap, pulling a 40’ trailer with metal sides with his dad’s 1974 Peterbilt 359. The trailer did not dump, so it had to be unloaded with a giant magnet hooked to a crane. During his senior year of high school, he was able to get out early each day, and from there he went straight to work – in fact, most days, he drove his work truck to school. Driving a 1979 Peterbilt 352 cabover roll-off truck with a 430 Detroit, he hauled scrap and concrete debris from a nearby demo job until it got dark. Then, in 1984, after graduating from high school, he started driving his dad’s Peterbilt full-time. It’s been said that one man’s trash is another man’s treasure, and if that statement is true, Stan Silva Jr. (60) of Castroville, CA and his family have been dealing with “treasure” for over five decades. In this case, the treasure would be scrap metal, demolition debris, and all other sorts of recyclable products, including aggregates, which can also be used over and over again. The Silva family was recycling long before it was cool, necessary, and perhaps even legally mandated! And although this home built hot rod featured here wasn’t made from scrap or trash, it was creatively put together using a variety of different years and models of Peterbilt trucks, in the early 1990s, making it a “rad ride” that was way ahead of its time. Stan “Buddy” Silva Jr. is one of four “Stans” in the Silva family, which includes his late father (Stan Silva Sr.), his son, Stan “Lil’ Buddy” Silva III, and his young grandson, Stanley Silva IV, sometimes affectionately referred to as “Cuatro” (which is Spanish for 4) by Stan’s mother. In this story, to avoid some confusion, “Stan” will always refer to Stan Silva Jr., unless otherwise noted. With a large scrap metal, demolition, heavy haul and aggregate operation with multiple locations, the Silva family has worked hard to make their mark and take care of each other. Growing up in the heyday of trucking and truck shows – the 1980s and early 1990s – Stan fell in love with hot rods and cool trucks, and the truck he built seen here is a testimony to that love. But the Silva family goes back much further than that – about 100 years back, in fact. The Silva family, which included Stan’s great grandfather and his brothers, immigrated to the United States in the late 1800s from the Azores, a group of islands that were part of Portugal, located in the middle of the Atlantic Ocean, about 800 miles west of Portugal’s mainland. Settling in the Watsonville and Salinas area of northern California, near the coast and Monterey Bay, the family became dairy farmers, like so many other immigrants from that area. Fast forward a few decades and to the next generation, and Stan’s grandfather George, while working at a landfill in nearby Prunedale, CA, saw a lot of metal just being thrown away and got the bright idea to start a recycling and scrap business. With help from his son, Stan Silva Sr., George and his wife’s family formed A&S Metals in 1969 – the “A” was for the Ash family, and the “S” was for the Silva family. In 1974, they bought out the Ash side of the business but kept the name the same. In those days, the business was a wrecking yard and scrap metal operation 10 10-4 Magazine / March 2026 HOME BUILT HOT ROD
10-4 Magazine / March 2026 11 Throughout the late 1980s, Stan Jr. was all about work – much like his dad. Hauling a lot of scrap out of Army bases in California and Nevada, and running down to Los Angeles a lot, the company bought him a used 1984 Peterbilt 359 with a 63” sleeper to accommodate the longer runs. As the business expanded, so did the trucking operation, and that ongoing success was a combination of luck, hard work, and taking chances. In 1989, the company built its first end dump trailer, from the ground up, which was the lightest and toughest out there. Today, they still build every one of their end dumps based on the design of that first one. Looking to expand the trucking operation even more, Stan Silva Jr. Trucking was formed in 1991, mostly to handle all the trucking and transportation needs of A&S Metals and the aggregate side of the business, but eventually they grew to include hauling for hire, as well. Starting out with a Kenworth T800 transfer, Stan hired a female driver to run it, and that worked out so well, the next two drivers he hired were also women, and they ran transfers, too. In 1992, Stan got married, and in 1995, his son Stan “Lil’ Buddy” Silva III was born. Unfortunately, they got divorced in 1998, and Stan eventually got full custody of his son, who, like his father and grandfather, learned how to work hard. Growing up in the 1980s, Stan fell in love with the band ZZ Top and all the cool hot rods in their music videos. In those days, the Santa Nella truck show (in California) was a big deal and Stan loved seeing the custom rigs there. Inspired by some of the greatest truck customizers of the time, which did not work in fancy shops or build trucks for anyone besides themselves, Stan decided to build his own hot rod semi, right in his driveway at home. Back then, custom parts were not readily available, so most things had to be designed and built by the truckers themselves, and that is where the truck on this month’s cover and centerfold (and these pages) came from. The project started in 1991, and it began with a cab from a 1965 Peterbilt 341 concrete truck (which is basically the same cab that would later be used on the 359). Purchasing two new blank frame channels from the local Peterbilt dealer, Stan made every hole by hand with an air drill. The truck also got a “juiced up” 400 Big Cam Cummins, a 13-speed, and an Air Trac suspension, all acquired from wrecked trucks. The hood was a 359 crate hood with no cut-outs from the mid-1980s, which also got a 359 grill and surround, along with 13 Kenworth grill bars (which was a popular thing to do back then). The truck also got double square headlights from a Peterbilt 379 which had to me modified to fit. Wanting the entire exterior of the truck to have that clean and sleek hot rod look, Stan shaved everything – the external air cleaners, the door handles, the hood latches – and hid the air tanks between the frame rails. The doors and hood were set up to open at the push of a button, 6-inch stacks were installed, and seven evenly spaced cab lights with glass lenses were added to the roof. A custom stainless visor with a unique rolled bead was purchased from Coast Counties Peterbilt (they had built one like this for their tow truck and Stan liked it), the mirror brackets were flipped to be lower, and the front suspension shackles were shaved and the springs stressed to get the truck lower (there were no air-ride kits back then). Next came the paint and graphics, and Stan wanted to do something catchy yet different. Assisted by Rod Styles at Alan Signs in Salinas, CA, the base color was originally inspired by a Chevy pickup Stan bought and, when it came time to mix the color, they started with a metallic turquoise from a Geo Metro (remember those).
12 10-4 Magazine / March 2026 The turquoise color they formulated is the same color Stan uses on all their trucks today. Then, magenta-colored “rips” were sprayed on the hood and cab – these types of graphics were gaining popularity back then, replacing the long and ever-popular flame paint schemes. Some of the other unique exterior items this truck has includes an 18” stainless bumper with rolled ends made in-house, battery and step boxes from the mid-1980s with custom lids made by Stan, and 135-gallon 26-inch diameter fuel tanks, also made in-house, with one of them being split to hold the hydraulic fluid for the wet kit to run their end dump. The hot rod rig also got Hogebuilt stainless full fenders on steel brackets, a custom light bar on the back featuring seven lights with glass watermelon lenses and custom billet bases on each side, and a polished stainless steel deck plate, all made by Stan. Moving inside, Stan took two square door cab dashes and built one custom “hot rod” dash, installed a vintage A/C unit from a street rod, and polished the door hinges (back then he did most of his own polishing). The entire truck was rewired using a harness from a Peterbilt 379, and then Howdy Ledbetter of Interiors by Howdy did the inside in tweed and leather, embossing the exterior’s “ripped” scheme graphics into the headliner. The interior has a definite 1990s vibe, for sure! Last but not least, Stan made the window in the back of the cab roll up and down, and claims he was the first ever to do that. Built to pull one of their custom end dumps, the truck was finished in late 1992 and then put into service. The following year, after Stan’s dad expanded and opened a facility in Montana (and bought a ranch there), Stan began making more trips up there, and it didn’t take long for him to realize he needed to put a sleeper on his truck. And, in all honesty, he wanted to repaint the truck anyway, because the original graphics did not match on each side, and that drove Stan crazy. So, in 1993, the decision was made and a 63-inch standup sleeper from a Peterbilt 379 was acquired for the truck, which has a modest 260-inch wheelbase. Tearing the truck apart and taking it all the way back to bare metal, the sleeper was installed, all the door handles and vents were shaved to match the cab, and the rolling window in the back of the cab was moved to the back of the sleeper. Then, the entire truck, including the graphics, which were changed a bit and made to match on each side, was repainted. Stan also repowered the truck with a brand-new CAT 3406C with a single turbo and marine injectors, a rebuilt 18-speed, and low mount air-ride and rears from a truck he ordered for the company (Stan swapped the rears that were in his truck with the ones that came on this brand-new 1993 Peterbilt). The 6-inch stacks were replaced with 8-inch pipes, and they are still on it today. The rebuild was completed in 1994, and then Stan drove the truck for several years. Then, it pulled Stan’s racecar hauler (which he also built) for many years, and then his son Stan Silva III (Lil’ Buddy) drove it for a while, along with a few other drivers here and there, and then it was finally “retired” around 2017, with about 200,000 miles on it, because CARB would no longer allow it to be licensed and registered to haul loads in the state. Known as truck #65, that number represents a lot of things, including the year of the truck (well, the cab at least), the year Stan was born, and the number he used for many years on his racecar. Stan started racing his 3-wheeled ATC motorcycle (remember those) while still in high school, then went on to race “dwarf” cars, which were miniature versions of full-sized cars with motorcycle engines, then full-size dirt cars, and then stock cars, starting out in the NASCAR Southwest Tour before transitioning into the Winston West Series. Stan was really good on road courses, which eventually led him to do a limited schedule in the NASCAR Busch Series for a few years, which was just one step below the top tier Cup Series, racing against guys like Martin Truex Jr. and Kevin Harvick. Racing in various states, and even in Mexico City, this is when Stan licensed his company to run all 48 states, because his hot rod Peterbilt was part of the company, and it pulled the hauler. He never won a race at the Busch level, but for being a self-funded single car team, he still did pretty good. He participated in his last race in 2012 and then sold everything. During the early 2000s, Stan kept busy, as he took a more active role in the company when his dad moved to Montana. While running the California division, which had three locations at the time, racing, and raising his son, Stan started taking Lil’ Buddy out with him in the truck – and he loved it. At just five years old, Lil’ Buddy would jump into the various pieces of heavy equipment in the yard and learn how to operate them. Stan is very proud of his son, who is 30 years old now, and an integral part of the family operation. But everything changed in 2007 when Stan’s father died. To this day, Stan starts every morning with, “How would dad do it?” Forced to wear many hats in the company, from a leadership standpoint, Stan decided to put his head down and get to work. In 2008, he built their operation in Los Banos, CA; in 2009 he bought a company in Watsonville, CA; in 2011 he started their operation in Madera, CA; and, more recently, he opened a new facility in Nevada. Today, with eight locations and more than 200 employees, A&S Metals and its sister companies offer all types of metal recycling and CRV services, full-spectrum demolition services, concrete and asphalt crushing and aggregates, and comprehensive trucking services. With 16 trucks at Stan Silva Jr. Trucking, they offer heavy haul, lowboy, step deck, drop deck, high side, bottom dump, roll back and roll-off services. When Peterbilt announced the end of the model 389, Stan figured it was time to get a new personal truck for himself, even though he doesn’t go trucking very often, and also one for his son. Ordering matching 2024 Peterbilt 389X trucks, one in turquoise and the other in metallic gray, the trucks have sequential VIN numbers but were built a month apart. Equipped with 605-hp Cummins engines, 18-speed transmissions, 3.36 rears, and 280-inch wheelbases, each truck has a standup sleeper and a high-roof cab. Since
10-4 Magazine / March 2026 13 taking delivery of the trucks, they have built and installed custom bumpers, visors, boxes and lids, fuel tanks, fender brackets, deck plates, mirror brackets, and a host of other unique pieces. Besides the stacks from Pypes and the stainless steel rear fenders from Hogebuilt, the guys built everything else, right there in their shop. After being invited to the Peterbilt factory show and parade in Denton, TX, last year (2025), Stan decided to spruce up the old hot rod a bit and then hauled it with the 389X out to Texas. Painting the entire motor and then installing a polished stainless firewall, which hides all the wires under the hood, he also added a few new shiny things like a shock box cover with SILVA cut into it behind the sleeper, custom flaps and weights, and stainless heavy haul “ramps” on the back. Stan has been working with stainless steel since way before it became commonplace like it is today, and almost every accessory they make for their trucks is stainless. One last cool newer touch is the license plate, which reads LOWLIFE. This is not a fake plate, it is an actual plate, from the California DMV, and the truck is registered (it just can’t pull a load). Plans to add air-ride to the front axle of the old hot rod truck are in the works, as well, at some point in the future. Recently, Stan and some of the guys were sitting around and the idea of having a truck show, in his dad’s honor, was suggested. Well, it was quickly decided, and on April 18, 2026, they are going to do just that. With help from Stan’s niece Shealynn, the show will be held in their yard in Castroville, but due to the limited space (only 65 bobtails), the trucks will be by invite only. But anyone is welcome to come. There will be food, drinks, vendors, giveaways, and awards. The event, called the Stan Silva Sr. Memorial Truck Show, is a fundraiser for St. Jude Children’s Research Hospital. Come out and join the fun for a good cause – we at 10-4 Magazine will be there, and we hope to see you, as well (find their page on Facebook for details). Building his house in 1990 just down the street from the yard, Stan still lives there today. In 2005, Stan got married to Tammy, who he had known since high school. She has a son named Clayton (30) and a daughter named Macy (26). Stan also has three grandkids he adores, with one of them being little Stan Silva IV. At their house, the same place where he built his hot rod Peterbilt featured here, they have some toys that include a turquoise 1933 three-window Ford coupe, a purple 1955 Chevy Bel Air, which was his dad’s car, a custom turquoise 2016 rock crawler Jeep, which was purchased as a salvage after it was stolen and stripped when new, and a “Tonka” truck, which is a turquoise 2019 International with a 4-door crew cab. This truck was destined to be a fire truck, but on its way to be delivered, it, along with three others, rolled over in a wreck (Stan bought two of them). Stan actually uses this truck on occasion to haul small pieces of equipment to remote areas in the mountains – but it’s mostly just for fun. At 82 years old, Stan’s mother is still alive and well, and, along with his three sisters, one of which is also named Tammy, they all live nearby (I can only imagine the confusion when all those “Stans” and “Tammys” get together for a family gathering). They also have an adorable white
14 10-4 Magazine / March 2026 English Labrador Retriever named “Diesel” that, at just one year old, already weighs 90+ pounds. We had a lot of fun playing with him at Stan’s house, as he ran around the kitchen, with squeaky toys in his mouth. When not working or trucking, Stan enjoys raising cattle and spending time on his ranch. He is also currently building a new log home in Nevada and hopes to one day retire there. Missing his father, who was his hero and mentor, Stan isn’t looking to actively grow the business much more – he just wants to get better at everything they do. Being a bit of a workaholic like his dad, Stan Silva Jr. is humble but proud of what he has accomplished since taking over the operation. Following life lessons his father taught him like, “Forgive but never forget,” and “Trust but verify,” has helped him to keep things on track. And this cool home built hot rod Peterbilt, that was put together in his driveway back in the early 1990s and showcases Stan’s level of creativity and the scope of his talents, is a time capsule and a memory of the way things were. Well, not many trucks back then were this custom, so I guess it was more of a look ahead at what was to come than a memory of what was. Either way, 35 years later, it’s still a rad ride, for sure! n 1991 1993 1999 2026
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10-4 Magazine / March 2026 17 The Performance Zone: By Bruce Mallinson Here at Pittsburgh Power, we see a wide range of diesel engine problems come through our doors every day. From minor drivability complaints to full engine overhauls, no two jobs are ever quite the same. Occasionally, a repair turns into a lesson worth sharing here. Recently, one such case involved a Detroit Diesel Series 60 engine and a hard start complaint that uncovered a much deeper issue. The Detroit Diesel Series 60 is one of the most well-known heavy duty engines ever produced. Introduced in the late 1980s, it was among the first electronically controlled diesel engines used in on-highway trucks. Its inline six cylinder design, overhead camshaft, and reputation for durability made it a favorite in long haul trucking, buses, and various vocational applications for decades. The truck arrived at our facility under its own power, but the driver reported increasingly difficult cold starts. The engine would crank longer than normal before firing, and the issue had been getting progressively worse. The owner wanted to address the problem before it turned into something more serious. As with any diagnostic process, our technicians began with the basics. Fuel pressure tests were done and they came back within specification. The electrical and starting systems were checked and showed no obvious faults. With no clear answer from external testing, we made the decision to dig deeper. Given the symptoms, the next logical step was to pull the head for a visual inspection. What we discovered immediately raised some concern. Cylinder number three showed severe vertical scoring along the cylinder wall. This type of damage is not typical of normal wear and pointed directly to a mechanical failure. After getting authorization from the owner, we removed the piston from the affected cylinder. Once the piston was out, the root cause became obvious. The oil control ring had been completely destroyed. The ring was pulverized, and fragments had gouged the cylinder wall as the engine continued to operate. The cylinder wall damage was extensive and would have only worsened had the engine remained in service. Piston rings play a critical role in any diesel engine. They seal combustion pressure, regulate oil on the cylinder walls, and help to transfer heat from the piston to the liner. In high compression engines like the Series 60, proper ring installation is absolutely essential. When rings fail, the results can be catastrophic. Fortunately, the damage was isolated. The remaining cylinders showed no signs of scoring or abnormal wear. The crankshaft, bearings, camshaft, and valve train were all in good condition. Before any repairs began, the engine was thoroughly cleaned and flushed to remove metal debris and prevent secondary damage elsewhere in the system. The troubling part of this story came from the engine’s recent history. The owner informed us that the engine had been rebuilt not long ago by a small independent shop. Based on the evidence, we strongly suspect the oil rings were not installed correctly during that rebuild. Proper piston installation requires that all three rings are correctly seated in their grooves, evenly compressed, and lubricated before the piston is inserted into the cylinder. A good ring compressor is essential. If even one ring does not seat properly and the piston is forced into the bore, the ring can crack, weaken, or break. A COSTLY REPAIR ERROR REVEALED In this case, it appears the top oil ring may not have compressed correctly. Instead of stopping and correcting the issue, the piston was likely forced into the cylinder. The result was a damaged ring that failed once the engine was put back into service. That failure led directly to the scoring we observed in cylinder number three. At Pittsburgh Power, we have been using the same ring compressor for more than thirty years. It has never failed us. There is an old saying in this industry that they do not make them like they used to, and this job reinforced that belief. Proper tools and proven procedures matter, especially when someone’s livelihood depends on the reliability of their equipment. The repair process involved replacing the damaged piston and cylinder, restoring all the proper clearances, and reassembling the engine to factory specifications. After completion, the engine was primed, started, and tested. The hard start issue was completely resolved, and the Series 60 now starts cleanly and runs exactly as it should. The moral of this story is simple but important. Choosing who works on your engine is not a decision to take lightly. A rebuild that seems like a bargain upfront can quickly become far more expensive if attention to detail is lacking. Diesel engines demand precision, experience, and respect for the process. At Pittsburgh Power, we believe doing the job right the first time is the only acceptable way to do it. This Detroit Diesel Series 60 serves as a reminder that shortcuts in the shop can turn into long detours on the road. n
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20 10-4 Magazine / March 2026 Not all trucks were made for the open road – some are just destined to be classy farm trucks. Although the 2005 Peterbilt 379 gracing these pages was very cool before it received its full makeover, a bad accident in 2022 left the truck totaled. What was once a pretty basic white and black daycab with an Acert CAT, an 8LL transmission, 4.11 rears, and a modest 240-inch wheelbase, turned into this absolutely jaw dropping and totally custom farm truck. Yes, you read that right, it’s a farm truck! The Musser Family of Manheim, PA, who own and operate Pleasant View Acres Farm, purchased the truck from an auction. It should be no surprise to anyone that a truck this cool comes from the “717” area. Once bought, the truck ran for a few years as is, with the only changes being an 18-speed swap, the 4.11 rears changed to 3.70s, and air-ride added on the front axle. As mentioned before, the truck was in an accident in 2022. Kody Musser was driving in the left lane on the highway when a car cut him off from the shoulder, attempting to make an illegal U-Turn, in a cut through. The insurance company totaled the truck, but the decision was quickly made to buy it back and rebuild it. As these things quite often go, the rebuild plan went much further than anyone expected. Kody (25) has always loved trucks, especially the shiny ones. Way before he could drive he would put drop visors and bumpers, made out of cardboard and aluminum foil, on the toy trucks he pushed on the floor. He and his brothers grew up watching their uncle’s shiny trucks going up and down the road (in addition to many other 717 trucks), washing their dad’s trucks, and riding with their father when he pulled reefer at the beginning of his farming career. Kody also learned how to polish, and he fondly remembers the day when his grandfather handed him a buffer to do a fuel tank on a truck. Always hoping to drive something like this one day, Kody said, “It’s still very weird and surreal to be piloting something of this caliber and to have had a hand in putting it together.” The Musser family (Kody’s father, Kody, and his brothers) and five full time employees keep the farm and trucks running. They specialize in egg production. They also plant, grow, harvest and mill their own grain. During harvest season they are also contract harvesters for the community where they live. As for trucks in the fleet, there is a mix of Peterbilt and Mack trucks, and trailers consist of reefers, hopper bottoms, belt, RGNs and feed tankers. On the harvest side of things, they run John Deere equipment. Once everything settled from the accident, the talks began about the plan for rebuilding the truck. Kody explained Special Feature: By Colin Kund that his brother-in-law, Lewis Weaver, decided to take on the challenge of the rebuild, from the frame up. Lewis owns and operates LK Kustomz, a company that specifically works on big trucks. Lewis had just started his business right around the time of the accident. The decision to rebuild the truck was pushed ahead because, for one reason, it being a pre-emissions truck and how desirable they were (and continue to be). In March of 2023, Lewis took over the truck and teardown began. After the teardown process began, two new frame rails were delivered to the shop. One of Kody’s wants for the rebuild was a 36” sleeper for more cab room. A 265” wheelbase was decided on, since the truck needed to be versatile, getting in and out of tight fields, loading docks and mills. The Peterbilt Air Trac suspension was also another thing Kody wanted to change. The 18-speed was kept, but it was upfitted to an “H” pattern with high A CLASSY FARM TRUCK
10-4 Magazine / March 2026 21 against the dash. The 3.70 ratio rear ends were also kept, so they were swapped over to the new chassis. Around this time, Kody spoke to Dallas Good at Blackworth Custom Trucks to get an idea of paint colors and schemes. Kody likes the 30s and 40s hot rod look, and he wanted to add subtle hints of that in the build. Work began on sourcing parts for the rebuild while Lewis and his father rebuilt the motor. There was never really a plan to rebuild the motor, but the decision was made to do it since the truck was apart. What was once a twin-turbo Acert CAT was rebuilt from the oil pan up, including converting it over to a single turbo setup. The motor is set up for about 600-hp, which is plenty for everything they haul with it. While the rebuild was being done, Kody was driving a lot at this time, and he kept thinking about the potential for the truck – and not just for practical use or even advertisement for potential employees. His thoughts were more about what kind of business this could bring to Lewis. With that idea in mind, they turned it up a notch (or two). The motor was blasted and painted, with custom stainless steel piping by B&H Tubes, and a ton of motor parts were chromed by a local shop. It is Kody’s belief that this little sparkle in the engine bay started them down the road to what ultimately led to the finished product. Once the motor was done, the attention was turned to the rest of the truck. The original plan was to paint this truck the same color as the rest of the trucks in their fleet, which is a metallic blue color, but Kody was itching to keep the same white and black scheme the truck wore before the accident. One of the other reasons the decision was made to keep it black and white was because of pinstriping ideas he had in mind. His belief was that the pinstripes he had in mind would look better on black and white versus blue. Kody and the crew settled on the white color, and then the time came to select the black.
22 10-4 Magazine / March 2026 The frame, tanks and front fenders were going to be black, but the boys knew they had to spice that color up a bit. They mixed a few different blacks, but nothing really struck them as “the” color. So, Kody turned to Dallas and Lewis for help, and that is when they came up with the idea to use a “bass boat black” color, as Kody refers to it, with an insane amount of flake in it. Dallas and his team at Blackworth did the heavy lifting on the painting, and even replaced some body panels, as well. They did all the prep work, paint, and wet sanding on everything, including miscellaneous parts like the deck plate, rear panels, mudflap brackets and headlight buckets. While the cab of the truck was in the paint shop, the decision was also made to smooth the dash and paint it the same black color as the exterior. Once the frame was painted, Lewis took delivery of it and slowly started putting the truck back together. Lewis replumbed the entire truck, from front to back, and completely rewired it, as well. Kody and Lewis bounced ideas off each other during the process and Kody says sometimes it was a “one step forward and two steps back” deal. Since Kody could not be there to have his hands on the truck every day, he made a lot of drawings and cardboard cutouts to help envision what the truck and accessories could look like when completed. Once the engine was placed in the frame, the cab was fitted, followed by the hood and bunk. The dash panels are engine turned aluminum that Kody sourced from a company in the Midwest, and this guy’s talent is absolutely unreal. Kody had given Jeff Nolt and the crew at Spare Time Fab the general direction he wanted to go and, as he put it, they went above and beyond his wildest dreams. While Jeff was doing his thing on the interior panels, Randy Martin, the founder of Spare Time Fab, was busy at work installing the gorgeous interior in the truck. The door panels, headliner and seats were reupholstered by Randy and his team to match the new cab layout. Spare Time Fab also installed the killer sound system! Rounding out the interior are glass watermelon lights with bases from Spare Time Fab, along with a custom shift boot and steering wheel cover, both made to match the interior. Moving on to the exterior of the truck, Jeff Nolt once again did his thing with pinstriping and the small mural on the back of the sleeper. The strapless breathers were chopped, sanded and buffed to give them a mirror finish. 12 Ga. Customs supplied stainless mirror brackets, bumper, grill surround and the insert. ProFab, a local shop in Manheim, custom made the cab and sleeper skirts. Dual square 359 style headlights were chosen and then mounted on custom stainless brackets built by CJ Nairn. GGE stainless wiper arms replaced the factory originals, the visor was custom made by Greg Crispell, and 6” Lincoln Chrome stacks were installed. The front axle is on an air ride kit which was made by LK Kustomz. All the watermelon style lights are LED with glass lenses and are mounted on LK Kustomz stainless billet steel bases. The two 4” lights in the sleeper and the lights in the rear light panel are jeweled to go along with the hot rod theme that Kody was after. Some lights were placed under the truck, but not too many, so it would not detract from the overall look of the truck. Hogebuilt quarter fenders round out the rear end, with the top flaps on them being made by Dane Nelson. The truck’s name “Adaline” came from an Italian restaurant Kody and his then new bride went to while on their honeymoon. As Kody explained it, he switched one letter out and came up with Adaline. He researched the name, which means “classy, yet distinct,” and it was perfectly fitting for this truck. You may also notice the “Project 305” on the truck, as well. This is in honor of the number it wore before the accident. It follows the numbering system they have at the company, where the last two digits are the year of the truck and the first is the sequence of when they bought the truck. This truck is the 3rd 2005 model year truck they own, so “305” is the number, and “project” was added, since that is what it turned into. One of Kody’s goals was to keep the truck looking “simple” at a distance but, as you get closer, you start to notice all the details, and I think that goal was accomplished! Contrary to comments and questions, the truck does work! Whether hooked to a reefer delivering eggs or hooked to a hopper hauling grain, this truck earns its keep. Since it is still a fresh build, they try to keep it off the road during the winter months when salt is on the road. However, with the workload for the next year looking busy, there is a chance it will be out and about, regardless of the weather, being piloted by Kody, some of his family, and a few of the company employees. Kody would like to thank everyone involved in the build, including Lewis
10-4 Magazine / March 2026 23 Weaver, Dallas Good, Randy Kaylor (Pro-Fab), Jeff Nolt, Randy Martin, as well as all his family, friends, coworkers and everyone else behind the scenes (wives, girlfriends, etc.) for all their help and ideas along the way. He would especially like to thank the employees for keeping everything in top shape and his family for allowing him the opportunity to put his dreams on the road. Last, but certainly not least, he would like to thank his wife for standing by him and allowing him to do something he loves every day. Fun fact: there is an estimated 2,200+ hours involved with this build! Interestingly, I met the Musser boys through the agriculture side of their business, not the trucks. I had started shooting some photos and videos of them during corn harvest in October of 2023, followed by the wheat and bean harvests over the last two years. It’s been pretty cool to hear about the truck and then finally get the chance to shoot it since it was completed. The truck is truly breathtaking, and the flake in the black paint needs to be appreciated in person, as photos do not do it any justice. We used their land for the shoot since it works in the fields surrounding the farm. The trailer hooked to the truck during this shoot is a 2025 Titan hopper bottom. Kody and the crew have been extremely impressed with the trailer, so far, and Kody would like to thank Chris and the team from Titan. It was and continues to be a pleasure to shoot their farming and trucking operations, which includes this classy farm truck! n
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10-4 Magazine / March 2026 25 Health & Happiness: By Norma Stephens Hannigan Is it cold enough for you? This winter has brought some record-breaking temperatures to much of the U.S. Frigid temperatures can kill if we’re not careful. While the thought of lying in bed under the covers is super appealing, the reality for many of us is that we still have to go out and drive trucks, do errands, go to appointments, and the like. I hope that by the time you are reading this, temperatures nationwide have returned to their seasonal norms – chilly enough for hot cocoa, but not chilly enough for hypothermia. But, if not, here are a few tips for staying safe when the weather turns frigid. The human body likes to keep a temperature of around 98.6 degrees. Hypothermia occurs when a person is exposed to the cold for a period of time and their body temperature falls to below 95 degrees. Mild hypothermia causes a person to shiver and fingers and toes may feel numb. They might also complain of feeling sick, confused and/or hungry, and their skin appears dry and pale. With moderate hypothermia, there will be more intense shivering, breathing and heart rate slow down, and the person feels extremely tired. Speech is slurred and the person may be unable to answer questions or follow instructions. Severe hypothermia causes the blood pressure and heart rate to decrease even further as the body’s normal functions are shutting down. At this point, they will stop shivering, seem very impaired, like they have been drinking or taking drugs, and may have a glassy stare. This stage is especially dangerous because, as the brain shuts down, so does judgment and people are known to wander away from shelter and even take off their clothes (called paradoxical undressing). If you are in extreme cold, as soon as you become aware of the early symptoms of hypothermia in yourself, and before your good judgment has escaped, call 911 or get to a safe, warm place to reverse the process. If you see someone exhibiting these symptoms, call 911 ASAP and get them somewhere warm or to a hospital if moderate to severe hypothermia. What can you do to prevent hypothermia? The first thing to do is dress appropriately by covering the head, neck, cheeks, and hands – any place where frostbite can set in. Wear several layers of waterproof or at least water-resistant clothing. Wear wool as much as you can instead of cotton. Cotton gets wet and doesn’t dry quickly. If you are driving from warmer to colder weather, stow the clothes you will need and change into them as soon as you see temperatures dropping. Carry foot and hand warmers with you (they are available at most truck stops). Some of us think, “Oh, I’ll just be outside for a minute,” and run out without being adequately dressed. The problem with that is the possibility of falling and being unable to get back inside, forcing you to be out in the cold for a while until someone finds you. Carrying a charged cell phone in case of some unforeseen event could help you greatly if you are still conscious and can call for help. Don’t drink alcohol! Alcohol gives one a false sense of security – you feel warm at first, but it is actually making the heat leave your body quicker. Stay hydrated with water and warm, caffeine-free drinks. I know, a cup of coffee seems like a good idea, but caffeine makes you urinate more, and that warm urine in your bladder helps keep body temperature stable. What to do if you get stuck. Even before you get to this point, someone in your workplace should know where you are going and when you expect to be there. This goes for family members and/or friends, as well. If you don’t arrive as expected, help can be summoned for you. Drive slower to avoid going off the road. I know you have a deadline, but you won’t meet it if you’re dead. Call 911 immediately, even if you think you can remedy the situation on your own! The sooner someone knows you’re in trouble, the faster they can get you out of it. Contact a loved one so they can monitor what’s going on. Other things you can do if you get stuck out in the cold are carry a brightly colored cloth or flag with you that you can tie to an antenna or attach to your windshield. If you are in a snowy environment, this will make your truck more visible from the road and air. If you can, write “HELP” in big letters on your windshield if there is snow on it. Run your engine and heat at full force for 10 minutes every hour, taking care that the exhaust is not blocked. Open a window a tiny bit to let any possible carbon monoxide that may be getting into the cab escape. To get your blood pumping, flap your arms, move your legs, or sing. If there is someone with you, huddle with them to share body heat. Carry snacks with you and eat from time to time, being careful not to eat much, because that will draw the blood from your hands and feet into your stomach to digest it. The best advice is to stay in your vehicle. The decision to leave it to self-rescue is a difficult one and should be made after evaluating these things: am I really in a situation where no one can help me? Do I have the physical ability to walk or climb to a place where I can be rescued? Whatever you decide to do, the number one most important thing necessary for survival is an attitude of “Yes, I can!” Take a few deep breaths first to avoid panic, then make as realistic a plan as you can to get through the ordeal. If you think you can, you probably can! Be safe and stay warm!! Spring is just around the corner. n STAYING SAFE IN COLD WEATHER ~ Norma Stephens Hannigan is a Doctor of Nursing Practice who recently retired after a 43 year career providing direct care and teaching future nurses and nurse practitioners. Dr. Norma has treated many truck drivers at the various clinics she has worked. She currently writes for 10-4 from her home in New York.
Clint’s Creations: By Clint Moore While hanging out together at the unveiling event of the 589 in May 2023, which brought out some of the nicest Peterbilts in the country, Steve and I were talking and we both felt like we could make one of these new trucks cool one day. So, we both decided, with trucks (and just like in life), you gotta keep moving forward. Over the next few years, we discussed options, including the model 567 versus the 589 and so on, but when it came time to order a truck, Steve decided the model 589 would be the best for them. For this unit, they had already decided the driver who would be piloting it, Jonathan Loomis, who has a son named Grayson, that really enjoys trucks. This is Jonathan’s first new truck he would get to drive, and he requested that it have a standup sleeper, with a second bed, which wasn’t Steve’s (or my) first choice. We discussed doing a flat cab standup like we had done before on the 379 and 389s and then sat down with our Body Shop Manager Buddy Crow to discuss various options on how to achieve this. In the end, we decided to order it as a flat top and change the roof cap on the sleeper. Knowing that it would be pulling a black dry van or curtain trailer, the truck needed to be black. Steve wanted to surprise our friend Jacob Gunderson, who works for him, and also takes great pictures and produces the “Class and Chrome” truck calendar. Jacob has a Toyota GR86 that he loves that is a bright blue color, so I This month’s truck was ordered for our friends Steve and Michele Moss of Jack C. Moss Trucking in Lannon, WI. Over the years, Steve has been featured in a few of my articles, and his 1952 “Iron Nose” Peterbilt was featured on the cover of the magazine back in December 2011. Steve and his wife Michele bought the trucking business 12 years ago from Steve’s mom and dad. Mom stayed on board until a grandbaby showed up three years ago, and at that point, she said, “I’m sure you’ll figure it out.” When they purchased the company they were running 11 trucks and have now grown to 21 licensed trucks (not including toys). They were able to do this because of their wonderful employees and customers that keep them busy. Steve and Michele have two girls, with the oldest, MacKenzie, who is almost 18 and getting close to graduating and going off to school to study sports medicine in Florida, and their youngest, Breanna (14), who enjoys swimming and doing archery with her dad. Steve and Michele enjoy their work, but their heart is with their kids. This brings me to my thoughts for this month. Growing up, my dad had a hand painted sign on his old pickup tailgate that said, “Silly, TRUX are for kids” along with a painted Trix Bunny, from the popular cereal, next to it. This picture and that saying has stayed with me my whole life, and when I see an opportunity to get kids involved, that’s where my heart is, as well. 10-4 Magazine / March 2026 27 reached out to my friend at Axalta to try to come up with a matching color for the chassis, which I thought we did pretty good. Steve was able to locate a good used standup sleeper we could use for the top, and then we got with our friends at Vanderhaag Salvage to get the stuff for the second bed. Once the truck made it to Kansas City, Mike was given the job of getting it dialed in, which wasn’t an easy task. Mike installed a 20” Texas bumper, extra grill bars from Rockwood, 12 Ga. breather panels, and a custom visor from Storm with One 11 Weldshop. He then installed dump valves on the steer axle, hid the DEF tank, and added cab and sleeper skirts from Storm, as well. After Bill in the shop got the sleeper all dialed in, Jimmy and the paint crew got all the parts sprayed for us in black or blue. Bub built a couple hidden battery boxes off some sloppy sketches I made, then Mike hid those under a painted Merritt deck plate with polished rails (done by Cody). He also added six load lights to the back of the sleeper, stainless Hogebuilt half fenders on I-29 brackets, and a Jim Crain light bar on the back. Wanting to stay cool in the summer and not have the frame space messed up, Steve and I opted for a Bergstrom NITE system, which Tyler volunteered to help get it placed neatly and out of sight. When Steve and Jonathan came to pick it up, they brought Grayson. It was nice to meet him finally and see firsthand his joy and approval. I feel like the kids are where it’s at – if we don’t involve the younger generations in our passions and hobbies, they will eventually fade away. I encourage us all to do what we can to keep kids interested in cool trucks and trucking – even if it’s a 589. Things always change, but we just need to keep moving forward. Steve and I really like the way this one turned out, and credit goes to Mike, Tyler, and the entire crew at Geis Dealer Group for making our ideas a reality. I also wanted to thank Steve and Michele for their business, friendship, and allowing us to work on this build for them. And, when people ask who this one is built for, I just want to say, “Silly, it’s for the kids!” n TRUX ARE FOR KIDS
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