Byron’s 1931 Ford Model A Six Shooter

Byron Spivey’s dad started a body shop on the south side of Wilmington, North Carolina in 1963 and that’s where Byron’s education of the automobile started.

 “I spent all my time there as a kid and learning the trade as far as bodywork.  My first Snap-On account was when I was fifteen years old,” Byron told me when I stopped in to check out the 1931 Ford Model A that he built over the last year in his home garage.

Even though Byron completed this ’31 in a year, it’s a project build that he has had a lifetime of preparation for.

“A lot of the stuff that I came across when I started at the body shop was late ‘60s beaters and through the ‘70s and ‘80s,” Byron recalled. “My father street raced back in the late ‘50s and early ‘60s down on River Road. They played a lot and being around that and racing motocross, my Dad tried to keep me in positive things and it helped out a lot. I’ve never been in any trouble or anything. I think it was the focus on trying to have things and build things and keeping me a little bit distracted from things that will get you in trouble.”

Byron agrees it was his father’s way of showing him that hard work pays off.

“Yeah, and the other thing too was, you went from a long transition from people having a body shop and a salvage yard. Then you go from a body shop and then it turns into a collision repair specialist. I rode that whole transition out and I talked my father into retiring and I rode around for about a month on my chopper and thinking about what I wanted to do.”

Byron didn’t set out on any cross-country trip; instead spent his free time close to home.

“Basically I would just ride around and go to see friends. Because I worked all the time I didn’t have enough time to really get out and aggravate anybody during the day. I would start over at Britt Motorsports and work my way back through all the shops and everything. I just never had a break from work so I goofed off a little bit for about thirty days.”

It was during this time that a long time friend of Byron’s grandfather took notice of what Byron was doing.

“Mr. Williams and my grandfather used to hang out just about every morning; they were really good friends,” explained Byron. “Mr. Williams’ son, Clayton Jr., used to come down to the body shop as a younger kid. Being around his dad and his hot rods and stuff, and me and my shop, we did a lot of different things. A little bit different than most body shops did.”

“We took on different things and Clayton Jr. had a lot of desire to see all the new cool stuff of what everybody that was popular was doing and would come down and hang out. Then when Clayton Jr. built his ’29 sedan, Mr. Williams came down to the shop and started looking around at everything that I had and it just fell together. Mr. Williams called me in and said ‘I would like to have you on my team. I don’t want to see you go nowhere else. I think this can be a really good thing and make things move forward,’ and we sat down.”

This was exactly the opportunity Byron had been searching for and took it after some self-reflection.

“My thinking was, I had a lifetime of doing the other things, and doing this stuff on the side and doing motorcycles and doing cool stuff, and messing with some art stuff a little bit, hot rod art and all. I just wanted to get away from it and go into something. I didn’t want to be on the other end of my life in that transition and be doing the same thing over and over. And my thought was that if I did this, and it didn’t turn out like a lap of luxury like I had greatly anticipated it would, I could always go back to what I was doing before and this would break the monotony of it. So it was little bit of a thought process anyway, I didn’t just jump out there,” Byron shared.”

“I chose Mr. Williams because he had always been very trust worthy with me, very honest. My Grandfather spoke very highly of him and I never had anybody other than my family to extend their self the way that he had. So I figured you know, hey, this is just win, win, win, win, win.”

Byron worked for Mr. Williams at Bugzy’s Rod House in Leland, North Carolina where he further honed his skills.

“I’ve done a little bit of everything, every aspect of collision repair. What I went to Mr. Williams as, he actually hired me as a painter.”

Over time, Byron proved his value to Dennis who heads up Bugzy’s Rod House.

“I was doing all of the bodywork and the painting, and then it got kind of where Dennis would pick things for me to do. Once he realized I could do other things he would delegate other things. I didn’t push him to let me do this or let me do that. I just tried to be an aid to him,” Byron stated.

Cross training in today’s shops isn’t as common as it once was explains Byron.

“Sometimes you get that because people have the drive to learn new things, but typically, especially nowadays, it’s more or less, whatever trade skill you have, that’s what you stick with. Another words if you’re a painter, if you’re this, if you’re that. Like you go to a collision repair shop now, you’ve got a prep guy, a painter, and it’s all specialized.”

“Back in the day there was none of that, you pretty much had to know the whole trade, from the broom and a dustpan to finished product and delivering it to a customer and writing the estimate. That’s one thing that helped me a lot was being fortunate enough to come up while things were still going on that way. Instead of just being a painter, I can paint, but I can also build that car,” Byron said as he nodded and pointed at his freshly completed 1931 Ford.

The 1931 Ford is a project that Byron had been contemplating for a while.

“I wanted anything from a ’29 to a ’31. They’re not too many cars that I don’t like, but that car, it is what it is and it makes a statement. I like the lines. I love the way the windshield does on the 1931 Ford. You know you’ve really, really, really, got to really work hard to make one of those not look good,” Byron exclaimed.

With some help from a friend, Byron found his ’31.

“It didn’t take very long at all,” said Byron. “A gentleman by the name of Tony Ivey that I had known for years; he actually had one. I had discussed probably over a twenty-year duration about buying that car.”

“He told me, ‘Look, I just thought about something. My uncle had one and he passed away and then the homestead burnt down and they’re looting the homestead and stealing the copper out of the buildings and everything else. We need to go up there and look and see if that things still there.’”

“So we go up there and I don’t see the car and I walk up underneath this half of an old tobacco barn and there’s a window. Well it’s on the other side of the building. Up under a lean-to is where the car was sitting. I couldn’t see anything but the quarter panel window. When I walked around to the front of it, I was thinking, ‘What have I got myself into?’

“The roof was collapsed in, the doors hanging, there’s no deck lid on it. The radiator had been stolen out of it. The floor and everything was gone. It had a piece of plate steel welded across the back to hold the quarter panels together and it had a trailer hitch hanging out, welded off of the buggy spring where he was pulling plow implements and stuff around with it in his yard.”

I asked Byron did he have any thoughts of leaving it there.

“No, I knew what I was going to do, Byron replied. “I had already researched everything and talked to people at Bratton’s Antique Auto Parts in Maryland, and Smith and Jones Antique Auto Parts down in Columbia, South Carolina, and talked to a lot of people.”

Not only did Byron do some quick figuring on what he would need to build the ’31 his way, but he also accounted for the parts he wouldn’t use that he could either sell or trade for items he would.

“As soon as I looked at the car I was like, there’s $50, there’s another $100, and I pretty much had it figured up. I was figuring the cost up as I was loading it on to the trailer. I got home and cleaned it. I disassembled everything and started making contact with all the old school fellows around here.”

“I called Mr. Hewitt and he come and he got a bunch of my parts. I called Rich Holt, the President of the Port City Maulers car club; I let him get some stuff. I did some trading here and there, and kept the body and the frame. I put the body in my front garage and put the frame in my back and started. I’d give one three days, then give the other three days, and just jump back and forth.”

For a year, when Byron put the tools down at work, he headed home to his garage.

“I was working for Mr. Williams at Bugzy’s Rod House and when I would get home in the afternoon I would work on it from the time when I got home until usually I’d stop around 9:30,” Byron said. “I didn’t want to be disrespectful to the neighbors or neighborhood. Everybody thought it was cool and went along with it. So I tried to do it in a manner so they thought is was cool all the way out. Otherwise, I might have been able to finish the car a little bit faster.”

Working at Bugzy’s during the day offered Byron advantages even after punching out on the time clock.

“Mr. Williams allowed me to use some of the equipment, like when I rolled my tunnel, but for the most part what I tried to do, was do it at my house without anybody helping me. And I had friends help me put the body on, but as far as getting the structure back together and going and finding a ’73 Maverick to putting the roof skin in and figure all this other stuff out, I pretty much figured out everything on my own. And I will tell you it was a lot easier being involved in it everyday on a daily basis. You know working through problems when you’re involved with different cars and making brackets and stuff.”

Byron applied what he learned from being involved with other builds to his own build.

“That’s why you can get to everything on this car with a screwdriver and a pair of pliers and get home,” Byron said with a laugh. “That’s why this car is as simple as it is because I wanted it to be fun, functional, safe, and even if something catastrophic happens like engine failure, I wanted it to be so simple to disassemble and put back together without having to worry about beating this up and that up. I just wanted everything to flow on it and it to be fun. Not something to be aggravated with.”

As much as he could, Byron wanted the Ford to be roadside serviceable.

“Being around this my whole life, you know you don’t want to be in a situation where you’re out with something like this having a good time and then if something does happen, you want to be able to get home easily, and be able to go just about anywhere and get whatever you need to get back home.”

Byron, although determined to build the ’31 his way, didn’t discount the value of asking others for their advice.

Byron said, “I pretty much had my mind made up as to what I wanted to do and how I wanted to do it, and how I was going to go about it. I knew from past experiences what vendors I was going to use. I wanted to do things in a manner so that all of my Father’s old contacts and people I had met over the years, I could go to them and ask questions, and ask about this and that.”

Byron used the collective hot rod knowledge of the people he knew to assist him in his endeavor and clearing speed bumps during the build.

“I called Mr. Ratcliff, a really nice man who works for the DOT and has a lot of collector cars and hot rods. Super nice guy and he’s a Ford man. I called him up when I started getting disgusted and couldn’t find a rear end. Forty-five minutes later he has found one complete.”

“I asked a lot of other people around town, like when I stated doing the front end. I had the experience from the shop and had been around them, but I just went over and spent 45 minutes with Eddie over at Robinson Alignment asking him questions. And I didn’t just jump on anything, even if I knew, I still asked.  Actually with Dennis, that was the joke around Bugzy’s Rod House. I didn’t measure twice and weld, I measured fifteen times and tacked.”

With the body off Byron was able to start with the Model A’s foundation.

“The frame and the chassis is the original chassis which was in horrible shape,” Byron noted. “Basically what I did was I wanted the frame to be extended but I didn’t want it to alter the shape of the original chassis in a way that it tapers back up under the firewall. So what I did was I extended it at the rear where it was the narrowest and blended the two together. I added ten inches on the rear and pulled the body back. And in doing that, the firewall still met with the rails and that kept me from having to cut the firewall up or flip the firewall and set it back. I wanted everything to be exposed where I could get to it but not in a manner where it was over exaggerated. Like some cars you see twelve, or fourteen inches between the valve cover and the firewall, that’s a little bit too much for me. Those cars they look good done that way but I just didn’t want mine done that way. I wanted everything to be spaced and simple and clean.”

Byron didn’t stray from his simple, safe, and fun theme when it came to selecting a power plant.

”It is a ’62 Ford Falcon motor and transmission which is a 170 cubic inch, straight 6 cylinder, with a two-speed Ford-O-Matic. I’ve done a few things to carburetion, ignition, and other things to free it up a little bit. It’s not had anything done to it internally. These motors you can actually do a lot with these motors but I wanted something stock and dependable. I’ve done enough burnouts; this is about cruising and if I want to drive to Myrtle Beach and sit in traffic I don’t want to have to worry about it. I just want to be able to take it out and cruise and if it will run 55 or 60, that’s good enough for me. And it will do that without any problem.”

“But the other thing too is it’s just totally completely opposite. You’re seeing more and more six cylinders in these style cars and in traditional hot rods now with dual carburetors and stuff. I wasn’t following anybody. I guess I just ended up with this because I didn’t want to follow anybody. It’s just completely opposite of all my friends that have them and the other cars that I’ve seen at all the shows and stuff I’ve been to. A lot of times people will copy someone else and then you end up next thing you know you see ten or fifteen cars the same.”

Viewing Byron’s Six Shooter from the front, one can’t help notice the grill.

“There’s the original Model A grill” Byron said as he pointed to the back wall of his shop behind his workbench. “But I chose this one instead. It’s supposedly off a ’35 Ford truck. That’s the original grill off of Mr. John Black’s show truck.

 

“I cut the whole entire center section out of it, took rosebud and heated it, and hammered and dollied it, and made it where the lower transition would meet the top and put it back together. Now it’s sitting the way it is now.”

Inside the cockpit, Byron has continued his simplistic yet functional standards while mixing his own personal style and retaining some of the 1931’s original features.

“Well, what I tried to do, the door handles, window cranks, everything that was a serviceable part, was fairly inexpensive. So I figured that was kind of a no-brainer. You see a lot of the cars without the windows but for the cost of what it cost to do that, like I said it was kind of a no-brainer not to go ahead and put all that hardware in there and having everything function like it’s supposed to.”

Byron didn’t keep it all stock.

“Probably the biggest thing that was changed on the inside is just the shifter and the steel floor. I retained the original seat frame as you can see and kind of adapted it. Betty and Denise at Pro Stitch stepped up; they looked after me on that. They definitely did their part. I just put dense foam in the bottom and soft in the back and made it like you see it and just tried to keep it real simple but comfortable.”

“The gas pedal, it’s definitely not original. The gas pedal and brake pedal but everything else about the inside. The wood in the roof structure, all the stuff is pretty much original, other than the column and the column and steering wheel.”

Byron added, “The column is actually one of those Plain Jane, Mr. Roadster columns I bought from Speedway Motors. That was the safest, most inexpensive, and the biggest thing is that it actually fits. That’s the original column mount on the gas tank. On these ‘31s they had an updated bracket that went on the top that you see holding the column. That was after the fact when these cars were produced because they were having problems with the mounts breaking off the gas tank. It was rigid on the bottom and putting too much stress on it and causing the tanks to leak. But this was actually a part that you could buy from Ford to update it to keep it from doing that where it mounts to the structure to the top of the dash,” explained Byron.

Inside the original Ford dash, Byron mounted a fuel gauge, temperature gauge, and tachometer. He also has an indicator lamp that lights when the H4 Halogen high beams are burning. Again, Byron didn’t cut any corners during the build when it came to roadworthiness. The Six Shooter is fired by a push button starter switch and cruising speed is gauged from the rpm reading. To keep the rain and sun off the top of his head while behind the wheel, Byron enclosed the hole in the rood with a roof skin from a Ford Maverick, still retaining the black paint.

I asked Byron to tell me why he opted for the stock valve cover with paint flaking off over a new chrome one, and used stainless braided brake hoses instead of rubber hoses.

“A lot of people get into the show and go, but if it doesn’t function and it’s not safe and it’s not easily accessible and serviceable, then you’ve got a totally different beast in that. I want it to be safe. My thinking is, you can get a chrome valve cover for this engine for $39. It’s going to rust. But those stainless brake lines they’re not going to and they’ll be there. I don’t have to worry about my brakes. I wanted every aspect of this as far as the brakes, steering box and steering linkage, every aspect of that, I wanted that to be absolutely no question about it. There’s nothing on it as far as brakes that’s not brand new. There’s nothing on it that’s been refurbished.”

“The motor, everything that I did to it was service items. New thermostat, new water pump, and other necessities that it needed to make it where it was dependable. At some point I may change the header or do some things to it. You can get an Australian head so it’s not one integral unit, after market intakes, and dual carbs. The bottom end of these engines is pretty tough. Later on I might do some things to like shoot some flat black on it but for now, it is what it is. It’s what I wanted and it turned out exactly how I envisioned it and I’m tickled to death with it.”

Looking at Byron’s Ford, one will quickly notice the abundance of custom hot rod pin striping.

“No I didn’t do the pin striping,” Byron replied when asked if that was his handy work. “I tried to learn that trade and I finally gave up. My friend Mike Bumgarner, he’s striped all of Clayton’s cars and he’s done a lot of work for Britt Motorsports, and Ray Price Harley-Davidson in Raleigh. He goes all over the place doing striping and custom lettering. Mike said, ‘look when you finish you car, you call me; I’ll come through and stripe it.’”

Byron smiled and said, “Mike spent two nights on the car and I actually finally had to stop him because he wanted to stripe everything on the car. Actually that has become a big joke between my friend David Brinkley and I. David owns this car outside the door here. I told David what all I had pin striped and Mike did all around the battery box and everything inside the trunk and all. And David asked, ‘Everything?’ And I said, ‘Yeah! Everything!’ Well, David paid Mike to pin stripe his car and paid him to do multiple oil filters and when you look on David’s car under that header there on the oil filter it reads, “Everything Byron?” “So I guess I didn’t get everything,” Byron said laughing.

When asked what his favorite thing about the car is now that it is completed Byron answered, “I would say my favorite thing about it is the aspect of so many different things that don’t match; but in this case they do. It’s like the snout on the breather, that’s the original snout off the aoogah horn. And if you stand at the front of the car and you look down it, yeah that’s a truck grill, but it doesn’t look exaggerated like it does on a lot of Model A’s. If you look at it from the front everything is parallel. The lines and the shape of the grill are actually meeting the firewall. The motors not up high; the motors not down low. Everything just flows.”

Byron is very happy with the end result.

“I feel pretty proud of it,” he said. “When I first finished it, I was kind of over it. But now, I haven’t had, not to toot my own horn, but I have had nothing but people say positive things about it. I thought I would be plagued with the ‘When are you going to paint it?’ or ‘Why didn’t you stick a v8 in it man?’ But everybody has said ‘That is just so cool.’ Byron added, “I wanted to be able to say, ‘hey I did this’ and ‘this is what I did.’ For instance, John Pennington. I like when fellows like that say, ‘is this…?’ And I can answer, ‘Yeah, that’s what that is.’ Or ‘how did you go about that? I hadn’t seen that before.’ That’s pretty cool. I just like talking to people about it. If I drive that down the road and one kid points at it and says, ‘Hey Momma, look at that,’ you know that’s what it’s all about for me,” Byron said with a smile.

There are different kinds of categories cars are put into. I asked Byron if during the build he thought about where this one might fall.

“I didn’t really care,” Byron responded. “The whole rat rod movement is pretty much what sparked me to do this. Because my thinking is the rat rod thing; in the 40’s and the 50’s guys went out and they took a body that had been treated pretty bad and put a Rocket 88 motor in it or a Buick straight eight or whatever and put a set of cheater slicks on it and you went out on a Friday or Saturday night. It wasn’t about categories. It was about, if the car is cool, it’s cool, you know. Ed Big Daddy Roth made that statement. You know, if it’s cool man, it’s cool. As long as they say ‘Man that’s cool,’ I don’t really care; they can call it whatever. As long as they like it and I’m enjoying it, hey, they can call it whatever they want to call it,” said Byron.

“That’s just like art. Different people’s perceptions are going to be different about it. They will view a piece of art totally opposite. There will be some that I’m sure will really enjoy it and some will be wondering why it’s not painted. I’ve thought to myself, you know I’ve had a lot of people ask me that question, ‘Why aren’t you going to paint it? Look at this stuff around your shop; you’ve done this your whole life.’ I figure, as many cars as I’ve painted and as many collision repair jobs that I’ve put back together and back on the road, and as many patch panels and other things that I’ve done to cars, and fighting rust my whole entire life, why not have one with a little bit of patina. I’ve waxed enough. I’ll wax my shocks and S100 the body,” Byron concluded.

Although Byron is proud of his car and that fact that he did it, he hasn’t forgot the fact that so many have helped him along the way.

“Pretty much what I’d like everybody to know is that if you ask people that are in this business and ask friends, that’s pretty much how this 1931 come about. Somebody was telling me, ‘oh, don’t buy your tires from there; you need to call this gentleman at Diamond Back Tires.’ They gave me the number and said ‘this guy is the president of the company.’ And I’m thinking yeah, well, whatever. And when I called and he got on the phone it was the president of the company and he said ‘look I’ll get you a price and work it up myself and I’ll call you back in about an hour.’ An hour later he called and my tires were on the way.”

“I went over to Robinson Alignment and went in there to talk to Eddie about this front-end and the way that the cross-member needed to be set up. They had a ’57 two-door Ford in there and it’s been sitting in the back of the shop forever. And I was like ‘Man let me get those wheels off of there.’ You know I’ve known those people my whole entire life. And he was like if you want them, go ahead and get them. And everything like the grill and everything else, parts like my steering box, my wiring harness, this front-end I got from Mr. Steve De Marco at Carolina Custom. Betty and Denise at Pro Stitch here in Wilmington; their interior shop. Mike Bumgarner, the pin-striping artist. I think if you look at what’s on the car, it pretty much speaks for itself. He stepped way out on what he did to the car for me. Ed over at the NAPA store in Leland, all of the tune-up stuff on the car and all the small serviceable parts I bought for the car, he sold me at his cost. Also Kevin at Advance Auto Parts in Leland. The bed liner material inside the car, which was given to me by one of the local paint reps. Everything just kind of came together. A few left over parts here and there like the shifter and other things from Bugzy’s; Dennis would be like if the customer will let you have it, ask them, and you can have it, so just everything came together on it. Shane Irving at Irving’s Used Auto Parts in Leland and Jeff Collins and his family at Diesel Parts. Kenny West at Jade Trucking and Clayton Williams at Bugzy’s Rod House. A big thank you to Jeff Potter at Live Wire Powder Coating who followed my around for five hours in Charlotte at Goodguys when I was looking for my spider caps.”

“Do not be afraid to ask because it’s like this ‘31 right here. My buddy he saw this ‘31 right here and said ‘oh man I’d love to have that.’ Next thing I know two hours later I’m in Pine Valley looking at this 1917 Dodge Brothers. Who would know there was even one here still in Wilmington? And now you see what you see sitting here. He messes with a lot of drag cars. He looked at my Ford and once he seen that rust could be cool; here we are with another project.”

I asked Byron to tell me about what he’s doing and what he is working towards.

“I worked at Bugzy’s for three years, and worked on this ‘31 and worked on choppers, just trying to make really cool stuff man. I like old stuff. It’s just a lot more character to it, and when it’s out on the street, the presentation of it; it doesn’t need a lot of paint to make a really good statement,” Byron said.

“Basically what I’m doing now, I’ve been real fortunate that my real close friend, you might as well say brother, Brad Malpass, this building was available. I asked the gentleman about it, know him for years, he hooked me up, I put all my stuff in here, my car, and everybody found out that I was here, and now I’ve got a project to work on and everything looks like it’s moving forward.”

So far the move is having a positive outcome for Byron.

“Everybody’s telling me that instead of doing it as my hobby shop, I need to go ahead and do it as a shop, and it’s probably actually going to turn into that Matt. Just for the simple reason that more and more people are asking. It seems that like at the hot rod shops I worked at, they are really, really nice hot rod shops. I think Bugzy’s has more than done their fair share of beautiful award winning cars. But people now with the economy the way it is, they’d love to have something like this, but they don’t want to spend the $60, or $75, or $80 or whatever an hour. But they would be willing to pay me where I can make a good living and they can still get the stuff done. Still done in a tasteful manner, in a professional manner; there’s no sloppy work. And anytime that you can get the same work for a cheaper price; people will come.”

Byron is excited about the opportunity and remains realistic at the same time.

“I’m not going to set myself up in this small building to be a full on hot rod shop; but something like this 1917 Dodge Brothers project here. I’ve got another friend of mine that’s building a ’30. I’ll probably be putting patch panels in it for it because a lot of the other stuff he can do. I’ll set the front end up for him and he’ll take it out of here.”

“I think what I’m going to do is try to focus on the guys that are out there that’s got stuff like this. They can get the motor running, but it’s a lot more feasible for them to bring it to me and I can get it to where it needs to be. I can make the mounts and get a few things in there for them and take the car and work on it a little bit for them.”

Byron explains what he can offer to the hot rod enthusiast.

“Back in the day, there were small shops everywhere and you would go to this guy because he would do this or you went to that guy. Small shops like this, they were everywhere and then they kind of died out. Today, everybody is wanting a deal. Well the way that you get a deal is you get what you want at a fair price and it done correctly. That’s a deal.”

“And here, if somebody’s got this idea that they want to do something, and we stand here and we talk about it and rationalize through it, and in the end they’re happy and they spend a few hundred bucks and they’re out of here and they put their kid in the car and they go riding down the road and they feel safe; to me that’s what it’s all about. I’m not here trying to be a millionaire. I think I can make a good living here and there is enough interest in these types of vehicles now. And the average guys with the car clubs, these guys are doing things themselves. They might handle every aspect of it, but they want to finish something up and their welder breaks. I can finish welding their floor pan in for them. We could say I’m the do it yourselfers handy man.”

Byron is currently working on the 1917 Dodge Brothers roadster that was on mocked up on the floor behind his ’31 Ford and welcomes visitors.

“I’m here pretty much from 9am to 6pm. If anybody has any questions or I can help anybody with anything, they can meet with me here. I can make arrangements to be here on Saturday. I don’t like to work on the weekends, but if it’s something that needs to be done or something that someone wants me to look at, than that’s certainly not a problem. All they have to do is call me and I will pretty much entertain anything; if we’re going to be doing something in this hobby and I’m making a few dollars and they’re happy.”

Byron hasn’t named his place yet, and he feels that it doesn’t matter what he names it. Everyone that knows him will call it “Byron’s”. So next time you’re on Wilmington’s south side, stop in and check out his ’31 or the progress on the ’17. Byron told me his next personal project might be another ’31.

“My next goal is to do the same exact thing but with a truck cab. I want to do a truck cab next. And I’ve actually got a friend of mine that’s located one and we’re trying to make a deal on it now. Hopefully if I can get that, I’ll build almost an identical same thing except for a truck. I may do something different, I know someone who’s got an old Buick straight eight. I was thinking about doing something like that. A little bit different.”

Byron Spivey can be reached by telephone at (910) 619-3654