“FOR TODAY’S TRUCKER” OCTOBER 2025 ® Magazine SINCE 1993! FULL REPORTS FROM SHOWS IN ILLINOIS, WASHINGTON & UTAH SAYING GOODBYE TO OUR CONTRIBUTOR AND FRIEND WAYNE SCHOOLING Josh Roberts and “Girdy 3” of Ellensburg, WA... MAKING DAD PROUD
2 10-4 Magazine / October 2025
6 10-4 Magazine / October 2025 18651 Valley Blvd, Unit B, Bloomington, CA 92316 Grand General Bumpers, Lights, Grills, Fenders, Stacks & More We Install What We Sell...
20 68 10 ® 34 FUN: WordSearch 45 • Truckertoon 61 • Crossword 65 • Red’s Rides 67 • NumberSearch 71 • Words To Live By 76 OCTOBER 2025 CONTENTS VOLUME 33 ISSUE 2 COVER FEATURE Josh Roberts is Working Hard to Make Dad Proud ........ 10 PERFORMANCE ZONE The Cost of Not Listening to Advice and More ............... 17 TRUCK SHOW REPORT The Final Curtain Goes Down in Rantoul, IL ................... 20 IN MEMORIAL Saying Goodbye to Our Friend Wayne Schooling .......... 25 OUT OF THE ARCHIVES Another Old Gem from Bette Garber’s Collection .......... 29 THE DIESEL ADDICT Farming and Trucking Go Hand in Hand ........................ 30 TRUCK SHOW REPORT Iron on the Grass at Thanksgiving Point in Lehi, UT ....... 34 THE VETERAN’S VIEW Some Things are Just Hiding in Plain Sight .................... 46 CLINT’S CREATIONS A New Peterbilt for Cronin Farms of Meriden, IA ............ 51 TRUCK SHOW REPORT Showin’ Off at Exit 88 in Rochester, WA .......................... 54 THE BOOKWORM SEZ... How to Spot Scammers, Grifters and Thieves ................ 57 TRUCKAPEDIA This Green and Gold KW Screams “Go Pack Go!” ........ 58 A TRUCKING DOG’S BLOG Our Resident Canine Might Be Able to Get a CDL ......... 62 TRUCKER TALK Dylan Mercier’s Mack Honors Our Fallen Heroes ........... 68 POETRY IN MOTION Trevor Gets “Margaritaville” Stuck in All Our Heads ....... 73
8 10-4 Magazine / October 2025 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 - PRINT 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• Eric Hill • John & Kim Jaikes Trevor Hardwick • Stephanie Haas • Clint Moore K.M. Stanfield • Dennis Mitchell • Colin Kund Mark Harter • Duncan Putman • Norman Chapman Ryan Rosetta • K.M. Stanfield • Miss Flatbed Red Troy Miller • Terri Schlichenmeyer • Jon Boyer WEBSITE: MEDIA: Magazine PHONE:
Cover Feature: By Daniel J. Linss learning how to drive from his dad at an early age in a beer truck and also made deliveries for their feed store. Later, he got into a bigger truck for his dad’s excavation company, driving a 1957 International dump truck with a gas engine and a 5+3 transmission. Johnny eventually “got bored” and sold everything in 1977 and moved to Alaska to become a commercial fisherman. He died in 2024 at the age of 87. After Josh’s grandpa moved to Alaska, his father continued to drive a dump truck (for someone else) until he bought his first truck in 1985 – a silver 1976 Peterbilt 359 with orange stripes and a 36” flattop that he affectionately named Girdy (it would later be known as Girdy 1 since all of John’s trucks were named Girdy). After a few years, things were not working out, so John sold that truck in 1988 and went to work as a driver for S&D Trucking, hauling produce back and forth between Los Angeles and the Pacific Northwest for the next two years, then moved to Whitley Fuel, hauling gas in tankers. In August 1991, John was involved in a truck wreck that could have taken his life – but, There is a special bond between fathers and sons – especially when they work together in the same industry or business. Josh Roberts (39) of Ellensburg, WA is building a successful trucking operation, and the cornerstone of his ever-growing fleet is a special truck that was once owned and operated by his father, John Roberts (67). Watching his son work hard and build his business, called Josh Roberts Trucking, something John himself had always wanted to do before getting sidelined with an illness, makes him very proud. Making your dad proud is one of the not-so-often discussed desires most sons have in life, but Josh is very humble and excited to be able to fulfill that goal, and to include his dad in the journey with him, as well. This story starts way back in the late 1800s when Josh’s great great grandfather Thomas Roberts came to America from Wales (a small country that is part of the United Kingdom located just west of England). Back in Wales, most of the family were fisherman, but in America, after homesteading a piece of land in Washington with his brother, they became ranchers and farmers in Conconully, WA. In the 1940s, Josh’s great grandfather Henry Roberts sold his portion of the ranch and moved to Omak, WA where he ranched and farmed, as well. Ranching in Omak is where the C-BAR-C or “double oar locks” brand came to be, in honor of their fishing heritage back in Wales. Oar locks are those C-shaped rings on the side of a rowboat that hold the oars in place, and Henry designed the ranch brand using two of those oar locks, each facing a different direction. In western culture, that brand looked like two “C” letters, connected with a bar, so it got translated into C-Bar-C, and is typically read like that – but it isn’t really that at all. I only mention this here because that “brand” was painted on the door of John’s truck, and now that Josh owns it, he kept it on there as an homage to the family history. Moving on to the next generation, Josh’s grandfather Johnny also lived in Omak, WA and he had several businesses dating back to the 1960s including cattle ranching, a beer distributorship, an excavating company, and a feed store. Josh’s father John (67) was born in 1957, and he began 10 10-4 Magazine / October 2025 MAKING DAD PROUD
thankfully, it didn’t. Driving an A-model KW truck and trailer for Whitley, on its last trip before it was to be traded in for a new truck, a young driver fell asleep in the wee hours of the morning and crossed the center line. John tried to avoid the oncoming car, but there was nothing he could do. The car struck the driver’s side steer tire, causing the fuel truck and its loaded trailer to explode, and then sent it off the highway into a ditch, where everything burned down except the cab. John does not remember much of anything, but he miraculously survived the wreck after being thrown out of the truck and clear of the fire. Paramedics found him some time later when he wandered out of the woods, with a bloody head, clutching the truck’s single stack. He ended up with 13 staples across the top of his head and lost half of one of his ears, but with all things considered, that wasn’t too bad. John stayed at Whitley until 1996 when he got the itch to buy another truck – Girdy 2 – which was a teal blue 1986 Peterbilt 359 short hood with a 60” flattop. He used that truck to haul wood pellets in a dry van for a while and then went to Rees Transportation, where he pulled a set of their A-trains, hauling “maxi loads” of various building materials. In 1998 John bought a set of brand-new Western A-trains (40’ front trailer and 20’ pull trailer) which his son Josh owns today (and has since restored). He drove that truck for several years until he decided it was time for an upgrade in 2003. Girdy 3 was ordered brand-new in 2003 and was delivered in August of that year. The 2004 Peterbilt 379 was loaded with all the goodies, including an American Class interior package. With metallic silver paint and metallic black fenders with gold flake, a 250” wheelbase, and a 475-hp CAT “Bridge” motor hooked to an 18-speed, Girdy 3 cost $110K new, and, oddly enough, some 21 years later, is valued at $120K today – she was a good investment, for sure. John drove that truck until 2019, putting 1.2 million miles on her. Unfortunately, John was diagnosed with COPD (Chronic Obstructive Pulmonary Disease) in 2018, which forced him to sell the truck in 2019 to one of Josh’s friends (Aaron) and retire from trucking. Born in 1986 and raised in Omak, WA, Josh spent a lot of time on the road with his dad. At about ten years old, he started going out with him in the summers, and they were often out for weeks at a time, but Josh loved it. At around 13 years old, John started letting Josh jump into the driver’s seat and pilot the truck along quiet stretches of open road, and by 16, Josh was driving and shifting on a regular basis. After graduating high school in 2004, Josh got his CDL permit and went to work for a man named Joe Philleo, who continued Josh’s driver training in a really nice 2000 Peterbilt 379 daycab, in exchange for Josh washing all his trucks and trailers. He learned a lot from Joe! One of Josh’s friends had a used car lot, and at just 18 years old, Josh was selling cars and managing the place, and also trucking on his days off. At 20 he took a job at David Hannah Transportation of Tonasket, WA as a co-driver, getting experience and seat time, and at 21 he finally got his CDL. His very first solo run was a load to Trail, B.C. (Canada) in a 2000 Peterbilt 379, pulling a set of double hoppers filled with acidic fertilizer. And, if you know anything about that town (Trail, B.C.), it’s located at the bottom of a very steep hill, and since it was winter, Josh got a lot of experience, very quickly. Later, he started doing the I-5 shuffle, hauling apples to Southern California and produce back. In 2010, at 24 years of age, Josh was approached by Gene Thornhill and his son Chris and offered a driving job at their company, PGH 10-4 Magazine / October 2025 11
12 10-4 Magazine / October 2025 Excavating in Enumclaw, WA. But, to take this opportunity, he’d have to move to the coast (the Tacoma, WA area). After a month of thinking about it, he took the offer, moved, and began driving for PGH, hauling open-top containers filled with contaminated dirt. Things were going good until Josh screwed up and got a DUI in his car, causing him to lose his CDL for a year. Advice from Josh: “Don’t do that!” Moving back to Omak that year and selling cars, once he got his license reinstated, he went back to work at PGH. In 2012, he moved over to a company called Port Pass, hauling containers, in a beautiful lime green Peterbilt 389. Running all over Washington, Oregon and Idaho, he did that for about a year, and then went to JL Leasing, also in Enumclaw, WA, hauling very long pipes, some as long as 210 feet. In 2016 Port Pass became Dash Point, but Josh did not last there for long. By now, he was pushing 30 years old, his wife was pregnant, and he was at a point where he felt like he needed to get his life going. Josh and his wife were just getting ready to buy a house in 2017, but they decided to use their downpayment money to buy a truck and start their own company instead, and Josh Roberts Trucking was formed. Purchasing a brown 2013 Peterbilt 389 with cream stripes, a truck Clint Moore had built for someone else and featured in his September 2013 article, the truck has a 48” flattop, a 280” wheelbase, a 525-hp Cummins ISX, and an 18-speed. Leasing back on at Dash Point for about six months and pulling containers, he then got the opportunity to begin hauling steel, and he never looked back. Pulling someone else’s trailer for a few months, Josh eventually bought his own – a 2000 Ravens stepdeck with a Conestoga top. About a year and a half later, he bought a sweet 2008 MAC Conestoga with a 12-foot spread, previously owned by Vinnie Diorio of Wisconsin, and then painted it to match his brown and cream truck. He still owns this truck and trailer and is currently in the process of refurbishing the combo. In 2020, Josh got the opportunity to buy a 1997 Peterbilt 379 that came with a 2018 Western quad-axle curtain van, a driver (Matt), and a dedicated fruit haul, and he took it. Unfortunately, on the way back from its maiden voyage, the engine in this 1997 Peterbilt blew up. Desperate to keep his steel haul covered and this new fruit deal intact, he called Aaron Smith, his friend who had purchased Girdy 3 from his dad, and said, “You told me if I ever wanted the truck back, just call. Well, I’m calling!” Josh bought Girdy 3 back in 2020 and it became his third truck, too. Eventually, the 1997 Pete got fixed and then Josh hired another driver, Jaime Perez, to drive for him. Jaime is still with Josh, and over the next few years, the company built up to 17 trucks. Today, Josh has 15 trucks and is running 13 of them – but Girdy 3 is still his pride and joy. In 2022, Josh took Girdy off the road for about a year to give her a little love. Buying a 2021 cutoff with very low miles and a Peterbilt Low LowAir suspension, Josh and his friend Jody Lovejoy cut the frame just behind the sleeper, welded it up, and stretched the wheelbase to just under 300 inches. They also smoothed out the frame by shaving all the bolts and then repainted everything black. Much of the original metallic silver paint is fading and peeling – especially on top of the hood, cab and sleeper, but Josh has no intentions of repainting that part of the truck, opting instead to embrace the patina. He would, however, at some point like to have the faded front fenders repainted in their original metallic black with gold flake color. Other changes Josh made to Girdy’s exterior include a 12 Ga. front air ride kit, a new stainless grille and insert, along with a stainless visor and 20” front bumper, all made by Brad at Outlaw Garage Kustoms in Custer, WA. The truck also got double-round headlights on Double JJ brackets, 34” Hogebuilt stainless rear quarter fenders, stainless covers over the front fender braces, new scripted “Peterbilt” badging, 7” RoadWorks stacks, a custom painted (black) steel rear light
10-4 Magazine / October 2025 13 bar made by Matt Riley, and 3” stainless cab and sleeper extensions. It also got a ton of LEDs with clear lenses, underglow lighting, polished one-piece mirror brackets, a painted Shox Box cover behind the sleeper, and a painted Merritt deck plate, with an inset connection box, made by Brad at Outlaw Garage Kustoms. Inside, much of the truck’s American Class interior is still relatively stock, however it did get a whitewashed wood floor, custom Bostrom low-back seats mounted on Iowa Customs bases to get them slid back for more legroom, an SCI steering wheel, a silver glitter shifter knob, and a few glass watermelon lights mounted under the dash. The rosewood door inserts and armrests (from Rockwood) were added by John when he owned it, but Josh upgraded the stereo to a flip-down screen system with (2) 10” JL Audio subs and several smaller speakers from Infinity, along with a 1,000-watt amp. Under the hood, the original 475-hp CAT C15 “Bridge” motor was rebuilt to be a “tuned” 550-hp CAT 6NZ. Currently, there is nothing fancy done to the engine, but Josh plans to eventually paint the motor metallic silver with black accents and add polished air intake tubes. Josh also had all the original pinstripes, door logos, and the family ranch brand, along with both his dad’s name and Josh Roberts Trucking, hand-painted back on the truck, but made to look old and a bit faded, to match the rest of the truck. The trailer is a 2015 East Conestoga with a Quick Draw tarpaulin system. The entire chassis and side rails were polished out by DS Wheel Polishing in Yakima, WA. There are also polished stainless boxes between the spread axles, a custom stainless panel, made by Matt Riley, in front of the front suspension, and plenty of lights (this trailer was mostly built for shows). The big question is always, “Where did the name Girdy come from?” Well, I asked the same question, and Josh’s dad John said that he used to call his mother-in-law “Girdy” (probably not an endearing nickname), and he also always said to the kids, when he wanted them to pick up the pace of their work or get moving faster, “Come on Gravel Girdy, let’s go!” From that, somehow, all of John’s trucks became Girdy. Along with Girdy 3 and Josh’s first truck, the brown and cream one, he has a few other well known rigs in his fleet. One of those is a very popular 2007 Peterbilt 379 that, like Josh’s other truck, was originally built by Clint Moore and featured in one of his first articles with us back in February 2007, titled, “This One Actually Got Too Low!” Back then, the truck was blacked-out, including the wheels, and had a red frame. The truck ended up being repainted a grey color and our friend Jeff Houts from Oregon (and past cover trucker) owned it for a while. Josh always loved this truck, so when he got the opportunity to buy it, he jumped at the chance. He also owns an old 2017 RoadWorks show truck (they built one each year), which was originally ordered by Clint Moore, that is blue with white stripes. These days, the company hauls a lot of steel and other types of flatbed freight, along with some fruit, too. Running all over the United States (except the upper northeast), they also haul into Canada from time to time. Half of their trailers are Conestoga setups (a covered flatbed where the entire top slides open) and the other half are curtain vans (a flatbed with a fixed top and just the sides open), but they also have a few multi-axle “maxi” setups, as well. Married to his wife Emily for the past ten years, the couple has two young daughters – Mia (7) and Jade (6). Emily was a nurse before having kids, but she stopped working for a while. Now that both girls are heading off to school, she is getting ready to rejoin the workforce. Josh also has an older brother named Ryan (42) who drives for the company, and when these two guys have time, they enjoy collecting, buying and sometimes building diecast truck models (Josh says he has about 500 of them). Josh’s parents, John and Ellen, have been married for 50 years, and the family hopes dad’s health will improve so he can be around for a lot longer.
14 10-4 Magazine / October 2025 Comfortable with the current size of his business, Josh says he will grow if it is required, but he’s not looking to do that. For years, Josh did everything – driving, dispatching, loading, working with customers and drivers, payroll, taxes, everything – but he recently hired someone to help him in the office, so he is excited about being able to get out and drive more. Some of the people he wanted to especially thank for helping him get started and supporting him along the way include his dad John, his wife Emily, Joe Philleo, David Hannah, and Kam (this one’s for you, buddy). He also wanted to thank all his drivers for keeping the wheels turning and being a part of the Josh Roberts Trucking family. He couldn’t do this without all of you! The last question I asked Josh during our three-hour interview was the last question I always ask: “What is most important to you?” And without hesitation, and a small crack in his voice, he said, “Making my dad proud.” His dad always wanted to do what Josh is doing, building a company, he just never did it. And getting to take his dad with him to the shows and showing off Girdy 3 and all his other nice rides together, has been a dream come true for Josh. And, based on what I witnessed at the show, at the photo shoot, and on the phone interview (John joined us for a bit), I got the feeling that John is very proud of his son. Josh, if making your dad proud was the goal, mission accomplished. Keep up the good work and keep on truckin! n GIRDY 1 GIRDY 2
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10-4 Magazine / October 2025 17 The Performance Zone: By Bruce Mallinson This past month, I received a call from a gentleman who was rebuilding an N14 mechanical engine that originally had aluminum pistons. He was installing steel top pistons from a 525-hp CPL 2025. Whenever compression ratio pistons are changed, the timing, injector spray angle, and in some cases the camshaft and turbine housing, must all be matched properly. I hadn’t supplied him with any of the parts, but I always try to help owner operators when I can. I explained that the timing on his original engine was .172, while the pistons he was installing required .352 – a significant difference. He wasn’t planning to change the camshaft or adjust the injection timing. Because of budget concerns, his plan was simply to replace the pistons. Two years earlier, we had reflowed the injectors and fuel pump for his engine. This recent conversation took place in the evening, after the shop was closed, so I didn’t have access to the exact injector spray angles or compression ratio specifications. I advised him three different times to call the shop where he had purchased the parts and confirm both the piston compression ratios and the injector spray angles. It is critical that the spray angle match the piston bowl. Unfortunately, he chose to move forward, without verifying those details. Two days later, while hauling a load south, his engine scored the #6 liner after just 36 miles. He called me back, concerned that the injectors we had reflowed two years earlier were to blame. However, injectors on a Big Cam or N14 mechanical engine cannot overflow and wipe out a liner, so that could not have been the cause. To make sure nothing was overlooked, I spoke with Brian, our shop foreman, who has 38 years of experience at Pittsburgh Power. He explained that we routinely install steel top pistons in mechanical N14s, but it is essential to change the injector cups. The mechanical N14 injector cup has a 17-degree spray angle, whereas the electronic version, with steel top pistons, requires a 14-degree angle. Three degrees may not sound like a lot, but it’s enough to keep the spray from properly reaching the piston bowl. In this case, that mismatch led to the liner being damaged in just 36 miles. The takeaway from this is that all components must be matched when changing piston designs. Even small differences can have major consequences. Our goal at Pittsburgh Power is to guide operators to solutions that protect their investment, extend engine life, and prevent costly downtime. By consulting with our experienced team and using the correct components, problems like this can be avoided. Pat Sharp, our pump, injector, and turbocharger rebuilder, has been with Pittsburgh Power for almost 41 years and is without a doubt the best builder in the world. Every week I get phone calls from owner operators and farmers who tell me they have a Big Cam Cummins, just had the pump and injectors rebuilt locally, and yet the engine is still low on power, smokes, lacks responsiveness, and sometimes even has a miss. My next question is always the same: who built the pump and injectors? The answer is usually, “Some local guy.” From there, the questions start piling up. What lubricant was used on the O-ring? Where was the fuel inlet screen faced? How were the injector THE COSTS OF NOT LISTENING & MORE tubes cleaned? How were the injectors torqued down, and what type of torque wrench was used? Was the fuel restriction coming into the pump checked? How old are the suction and fuel return lines? What is the code on the fuel pump? What is the fuel pressure? What is the top RPM? Do you have our dual fuel line kit installed on the engine? And finally, was the fuel return line removed to see if the engine would decelerate when the throttle was released? This is the process Brian goes through nearly every week when he get these calls. There is something else to keep in mind – these older engines, especially those from 2002 and earlier, were not designed to run on today’s ultra low sulfur diesel fuel. This applies to all diesel engines. Before you spend time and money chasing what you think is an engine problem, consider that it may simply be the fuel. The best solution is to treat the fuel with Max Mileage Fuel Borne Catalyst and Flash Point to restore the quality to where it should be for these engines. If the engine is also consuming oil, run these two products for at least 90 days, and you may notice a reduction in oil consumption. Max Mileage burns 70% more of the carbon and soot in the combustion chamber and will clean the carbon out of the piston’s ring gland. Returning to rebuilt fuel pumps and injectors, the easiest path is to call Brian here at Pittsburgh Power at (724) 360-4080, explain the problem, and perform the tests he recommends. If the issue remains, send the pump and injectors to Pittsburgh Power and let Pat Sharp, the true expert, make them perfect for you. We specialize in rebuilding Cummins Small Cam, Big Cam, KTA-19 and VT-903 fuel pumps and injectors. To see all our products and services, visit us at our shop in Saxonburg, PA or online at www.pittsburghpower.com. n
18 10-4 Magazine / October 2025 SINA & SON TRANSPORTATION INC. FOR MORE DETAILS CALL 760-269-7777 NEVADA • CALIFORNIA • ARIZONA $$$ TOP DOLLAR FREIGHT $$$ FOR OWNER OPERATORS LOADS AVAILABLE www.sinaandsontransportationinc.com
20 10-4 Magazine / October 2025 English poet Geoffrey Chaucer wrote a poem in 1374 that included the widely used expression, “All good things cometoend.” Examplesofrecenttruck shows that eventually ended after very successful runs, proving this expression, include the Great American Truck Show in Dallas, TX in 2020, the Great West Truck Show in Las Vegas, NV in 2012, and recently the Waupun Truck-n-Show inWaupun,WIin2024. LittledidI know this well-used expression would apply to another great truck show that I enjoy attending, as it was announced at the very end of the show, this year. The 18th annual Top Gun Large Car Shootout happened on July 25-27, 2025. IarrivedattheRantoulAviation Center Thursday afternoon to check-in, grab a golf cart, meet the staff, and tour theshowfield. Manytruckshadalready arrived, parked, and were being cleaned. It was a beautiful summer day and a great start to a truck show weekend. A total of 226 trucks registered for the show, and there were many events planned for the weekend, beginning with theFridayNightLightsParade. Itwas a warm evening, with the backdrop of abeautifulsunset,fortheparade. The route began at the show, then proceeded to US 45 south, through Rantoul, the small town of Thomasboro, then north onUS45,backtotheshowfield. Itwas atwo-hour,12-mileroundtrip. Ihadthe opportunity to ride with Jared Traylor (TDOT) in his sharp black 389 Peterbilt, which he drives for Dave McKinney & SonsoutofLexington,Alabama. Iwas amazed at the turnout of spectators from Rantoul, Thomasboro, and surrounding areas, showing their support. Saturday afternoon’s scheduled events were the Kiddie Tractor Pull, Jake Brake Contest, and Stereo Competition. The Kiddie Tractor Pull was conducted from 2:00 to 3:00 pm and the Jake Brake Contest started at 4:00 pm, but only a few Truck Show Report: By Eric Hill trucks were able to compete, because late afternoon thunderstorms rolled through the area, canceling the rest of the event and the Stereo Competition. These late afternoon thunderstorms dumped a lot of rain on the show field. Despite a soggy field after the storms, the Saturday night light show took place, and all registered trucks were judged. The weather always seems to be a factor for this truck show, and this year was no different. Withamixofhotdays,temps in the low-to-mid 90s, and late afternoon or evening storms, I cannot recall a show I have attended in Rantoul where there was no rain for the entire weekend. THE FINAL CURTAIN
10-4 Magazine / October 2025 21 The vendors and sponsors who made contributions to make this another successful show were Canelo’s Tacos, A&M Entertainment, CIT Trucks, EBY Truck & Trailer Bodies, Diesel Pride T-shirts, Dickerson Custom Trucks, EZ Claw Systems, Grandpa’s Back Porch Ice Cream, Highway 39 Die Casts, JX Customs, Island Snow2Go Shaved Ice, Largecar Mag, Marnie’s Mini Donuts, Podium BBQ, Summershine Supply Detail Products, TK’s Wings, Toy Trucks & More Die Casts, and Valley Chrome Plating. Over the years, I’ve developed friendships with many of the people who represent these awesome businesses. The awards ceremony began shortly after 9:00 am on Sunday morning. Show producer DaVeda Reitz started with opening comments and giving thanks to everyone participating in the current and 17 previous truck shows. Then, she made the surprising announcement that this would be the curtain call for this popular show. DaVeda and her late husband Tom were the organizers of the Top Gun Large Car Shootout, with the first show taking place in 2008. Over the 18 years of this event, it was always held at the Rantoul Aviation Center on the last weekend of July. In that run, I attended most of the shows, including six years while working with 10-4 Magazine, and I was never disappointed with the quality of trucks, the planned activities, and the friendly, hard-working staff who made it a successful event year after year. During her comments, DaVeda recognized and thanked several people who were critical in making this such a successful truck show. They were Jason Babb, Michelle Davis, Reuben Spain, Chad and Katrina Reitz, Joe Wilson, and Steve Vermillion. She then handed the microphone over to Chad Hoover from A&M Entertainment DJ Services to present the awards. While there was celebration during the awards ceremony,
22 10-4 Magazine / October 2025 there was a definite sadness in the air, knowing it was the final time. This show has a reputation for handing out many class and specialty awards. The awards are aways top notch, with some one-off trophies, like the DCT Custom Paint award. Following were the winners of the specialty awards. Competitor’s Choice: Josh Treadwell; Limited Mileage Bobtail: Jeremy Nelson & Mark Stewart; Limited Mileage Combo: Everett Ford; Over the Top Bobtail: Drew Plumber; Over the Top Combo: Rhett Babb & Dill McKinney; Over the Top Working Combo: Dave Marti; Best Working Bobtail: Nate Heiderscheit; Kameron Wilken Young Entrepreneur Award: Brayden Carver & Dill McKinney; and the Dickerson Trucks Custom Paint Award went to Nate Heiderscheit. A big thanks to the following trophy/awards sponsors: Dave Marti Trucking, Davis Brothers Designs, Dickerson Custom Trucks (DCT), Reitz Trucking, Rockwood Products, Spain Trucking, and West Jersey Trucking. A unique thing that happens during the awards is the memorial dedication to those special people who are sadly no longer with us. These people are a part of the history of this show and were instrumental in the success of the event. DaVeda recognized Tony Adkins, Eric Holthaus, Mike Horan, Troy Huddleston, Paul Marcotte, Corky Vericker, Kameron Wilken, and her late husband Tom. Concluding the awards ceremony with these comments, DaVeda shared Tom’s last words to her: “You have a truck show to put on for me.” She went on to follow up this memory with her final comment, saying, “You all made this show what it is today. The show started with Tom and ends with DaVeda. Thanks for the support, friendship and love you provided us over all these years.” Hearing these words from her was touching and very emotional for everyone – it was like seeing a lifelong friend for the last time. The awards ceremony concluded around noon. Photos were taken, final goodbyes were said, hugs were given, and yes, even a few tears were shed. In a flash, 18 years of the Top Gun Large Car Shootout truck show had ended. Trucks started leaving, take-down of the show field began, and most people were gone within two hours. With the cast exited from the stage, lights dimmed, and the show curtain dropped, another good thing came to an end. This show is where I met Erik ‘Big E’ Sieben and began doing booth work for Dan and Shannon at 10-4 Magazine. It’s a show that will always have a special place in my heart. I hold out hope that someone will step forward and continue with another show at this great location. n UPDATE! Breaking news as this show report goes to press. It has been announced that the show will go on in Rantoul, IL. A new show named the “Largecar Takeover on the Tarmac” will take place at the Rantoul Aviation Center on July 24-26, 2026. The words of a 70s song by Cool & the Gang come to mind: “Celebrate good times, come on!”
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10-4 Magazine / October 2025 25 Once again we are forced to say “farewell” to a great friend – and he was not just a friend to us, but the entire trucking industry. Wayne Schooling, who contributed the “Wayne’s World” column since August of 1994, passed away at home from a heart attack on July 23, 2025, at the age of 79. Although Wayne had a history of heart problems, his untimely death was not expected. More than just a contributor to 10-4 Magazine, Wayne wore many hats over his lifetime including artist, driver, manager, lecturer and philanthropist. Having never missed an issue in over 31 years, Wayne’s monthly column consistently brought our readers useful information and advice. Born in 1945 and raised in Kansas City, MO, Wayne graduated from high school a year early and got a job drawing for Hallmark Greeting Cards. Since he was only 16 years old at the time, he had to lie about his age to get the job. Not long after that, his family moved to Southern California, and Wayne went with them. He went on to have a few odd jobs, like being a “robber” and a stuntman at Knott’s Berry Farm, a popular amusement park in Buena Park, CA. One of his jobs there was to board a train, filled with park visitors, dressed like a bandit, and rob them! Wayne loved this job. Moving on to several other places of employment, Wayne eventually landed a driving job at Pacific Intermountain Express (PIE) in the 60s, which at the time was the largest trucking company in the world. His starting pay was $3.25 per hour, and that was really good back then (minimum wage was $1.25 per hour). He worked his way through many areas in that company, from driver to terminal manager, and thought for sure that was where he would retire from. Unfortunately, after struggling for years, PIE filed for bankruptcy in 1990 and closed their doors, which sent Wayne packing. From there Wayne went to California Cartage, a container terminal located in Long Beach, CA, where he was the Safety Director. This is where we met Wayne, as California Cartage was one of the first places to offer 10-4 Magazine for pickup when we started in 1993. Wayne always believed that “knowledge is power” and was an advocate for owner operators. This passion led him to become a part of the Southern California Owner Operator Consortium (SCOOC), started in 1989 by our friend Nancy Hazzard, who also contributed a few articles to the magazine back in 1995. When the FMCSA first came out with a drug testing program, Wayne and someone from the motion picture industry were invited to join the class held in California, to learn about this new (at the time) program, and they were the only non-government people in attendance. These “consortiums” were started to help owner operators manage their expenses and be able to participate in the newly established drug and alcohol rules. By grouping them all together, they were able to establish random drug and alcohol testing pools and also get discounts on various trucking services. After taking over SCOOC and running it for a while, Wayne renamed it NorthAmerican Transportation Association (NTA) in 1999. When rebranding the company as North American Transportation Association, he realized the acronym would be NATA, which closely resembled the Spanish word “nada” (which means nothing), so he opted instead to make “NorthAmerican” just one word, making the three-letter acronym NTA. He then worked tirelessly over the next 25 years to offer more services to his members. Wayne was an expert at building bridges and putting networks of people together! Up until his death, he continued to be one of the largest supporters of our Truckin’ For Kids (TFK) charity show, as well as a longtime advertiser in 10-4 Magazine. When we first told Wayne we were going to acquire the TFK show, he committed to being our largest sponsor before the deal was even finalized – and that is exactly what he did. He even donated a vintage golf cart (circa 1965) and trailer to our 10-4 Charities organization. This cool old golf cart is currently in the process of being fixed and customized. Wayne had a soft spot for charities and also cut checks every month to Disabled American Veterans and St. Jude Children’s Research Hospital. As an avid historian, Wayne enjoyed collecting unique pieces of “art” that some wouldn’t really take notice of, such as first edition books of famous people. One example would be a book he owns about Jesse James, a first edition, written by the sheriff who shot him. He also collected old coins and antique firearms, which he had a real passion for. However, you could almost hear the smile on his face when he talked about his most beloved collectible – a 1963 Rolls Royce Silver Cloud III, that is one of only thirteen still in existence according to the Rolls Royce worldwide directory. Not one to mention his personal life much, we know that Wayne left behind a son named Douglas (54), and he also had an older daughter named Kelly, that recently died in 2023. He also leaves behind his longtime girlfriend Francis – they were together “forever” but never married, and we only met her one time in the 30+ years we knew Wayne! Thank you, Wayne, for your valuable contributions over the past three decades to 10-4 Magazine and for your willingness to share your wisdom with everyone in the trucking industry. You will be greatly missed but never forgotten. n A TRIBUTE TO WAYNE In Memorial: By Daniel J. Linss
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10-4 Magazine / October 2025 29 Here’s a 1981 Peterbilt model 359 short hood with a 60” flattop sleeper that was owned by Steve and Rita Fett of Wesley, IA. The truck was named “Starrunner” and was powered by a 3406A CAT, a 10-speed transmission, 4.11 rears, and rode on a 240” wheelbase. The head-turning truck, covered in murals, was painted by Steve’s painter, who went by the name Vilio. “Starrunner” won Best of Show and People’s Choice at the 1987 Great American Truck Classic in Belle Fourche, South Dakota. Steve sold the truck about eight years ago. OUT OF THE ARCHIVES Bette Garber
The Diesel Addict: By Stephanie Haas There are two industries in America that seem to go hand-in-hand so well that you wouldn’t even think of one without the other. Farming and trucking come together more often than not with the variety of agricultural commodities and the trucks that haul them. In rural America, during harvest season, the farm equipment and the trucks seem to coexist with a need for each other. Kyle Deaver (30) of Garden City, KS wholeheartedly understands this regarding learning to drive truck out of necessity for their crop farming operation. Coming from a long line in crop farming as the fifth generation, there was never a doubt in Kyle’s mind that this is what he would be doing. Originally from the Hoyt, KS area (about five hours east of Garden City), Kyle’s grandparents came into the Garden City area in 1960 and began farming, which later came to include their son Mike (Kyle’s father). Driving, on the other hand, came into Kyle’s life around three or four years old, riding along with his dad, to the grain elevators. Eventually, driving a truck happened because it had to twice a year, during harvest season. His father Mike was the one who taught him how to drive, and between the three men (grandfather included), it was either they would pay someone else to haul for them or they would haul themselves, so they learned to drive. Kyle’s parents Mike and Carol got married in 1988, and in 1990, Mike and his father started Richards and Deaver Farms, which was named for Mike’s wife Carol’s maiden name and her father, Harvey Richards, along with the Deaver families, to keep the names going. Carol, who came from a farming background, went to college to get away from it, but life and love had other plans, because Mike wanted to farm. Hauling to the elevators took up plenty of time as they weren’t all over like they are today. Elevators were mostly alongside the rail until around the 1990s when trucks started running more and further. Finally, in 2013, a co-op (agricultural cooperative which helps farmers with marketing products, purchasing supplies, and to provide various services) was built in their area which helped lessen the travel time from field to elevator. The farm family grew a little more when Kyle married his wife Aleasha in 2015, who also came from a farming family. The pictured Kenworth is probably their most driven and most diversified truck. It is a 1985 W900B powered by a CAT 3406B, 13-speed transmission, 3.90 rears and a 240-inch wheelbase. The red and white color scheme definitely grabs your attention. The truck was purchased on July 9, 2019, from Nusser Oil out of Elkhart, KS, where it made regular trips from Kansas City and back. 30 10-4 Magazine / October 2025 FARMING & TRUCKING
10-4 Magazine / October 2025 31 I asked Kyle what he would say to someone looking at getting into crop farming. He explained that farming and trucking go hand-in-hand, and you have to have both. It is hard work with no set hours and the “hard” isn’t any different, whether you were born into it or you bought into it. There is a lot of satisfaction in working the land, and even though there is struggle, a person has to have passion for what they are doing to keep them going through the bad times. For some, working with family can prove difficult, but as for Kyle and Mike, Kyle said it is pretty great getting to work with his dad. Of course there are moments where, between them, they are trying to get too many things done, but at the end of it all, he couldn’t imagine working without his dad. He couldn’t say how much exactly, but they talk extensively on the phone every day, no matter if they are working in the same field, or miles apart. Today, the family has a combined 5,000 acres that they work and harvest while still hauling with their own trucks. Kyle and Aleasha have two children, a daughter Harper (7) and a son Jace (5). Aleasha works as a Diagnostic Medical Sonographer at St. Catherine Hospital in Garden City. Kyle and Mike, of course, work hard in the fields and maintaining the equipment, and Carol works as an Occupational Therapist at an assisted living facility, as well as doing all the bookkeeping for the farm. They are not only a farming and trucking family, but they are an antique tractor pulling family, as well. It all started when they used to attend the pulls every year in Ulysses, KS, which sparked the desire for pulling themselves (Kyle started out with a John Deere 3020). Kyle started an event at the Finney County Fair which has no trophies or money, just for fun. He’ll help at the pulls in Ulysses and in turn they help with his. Between Kyle and Mike, they pull with a few Internationals and a Farmall M, and Aleasha runs the John Deere. Five-year-old Jace already has his own truck – the pictured blue 1979 GMC Five Star General with a 290 Cummins and a 10-speed transmission. This truck was purchased when Jace was about three months old and Kyle convinced Aleasha that Jace needed the truck. This old truck will be a lifetime farm truck. The other pictured truck is a 1981 International Eagle Transtar 4300 that won Kyle and Mike the Best Jakes trophy at the 2025 Sunflower Classic Benefit Truck Show. Together, the two men have a collection of antique tractors, including a 1968 International 856 that Kyle’s grandfather bought brand-new, which Kyle actually found and bought back. Other types of equipment they collect are old muscle cars, old square body trucks, and a variety of different commercial trucks (for either farm use or just for fun). Special thanks from Kyle to his wife Aleasha for all of her love, support, and being just an amazing woman. He has never won the lottery, but having her as his wife, it sure feels like he has. Thank you to his parents for teaching him everything, helping him get started, and raising him to be a respectable adult. Lastly, thanks to his kids who he adores, for loving him and giving him phone calls at the end of each day before bed, which is the highlight of his days. They don’t get to see him near enough during the busy season, which he tries to make up for in the winter months. He hopes to work alongside them one day. Thank you to Kyle, Aleasha, Mike, and Carol for your conversations and time. They and many other families I’ve met are the reasons why I’ve grown so fond of Kansas. You meet people as strangers but leave as friends. There is a type of hospitality that makes you feel welcome and that is a lasting impression that won’t be forgotten. Farming and trucking are strong industries in the state of Kansas, and across most of America. Thanks to Trevin Walck for another quality suggestion for not only a truck, but more importantly, the people. As always, to all the drivers out there doing the deal, truck safe. n
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