By: Darin Burt

Fred Rethwisch is a name quickly becoming synonymous with innovation and dedication in the truck restoration world. His knowledge of vintage trucks, creative talents, and boundless enthusiasm rival that of enthusiasts who’ve spent decades in the hobby. The most surprising part? Fred is only 12 years old.

Fred’s journey into transforming a 1986 International 9670 Cabover is a testament to determination and overcoming expectations. Despite muscular dystrophy (MD) affecting his arms and legs, Fred is deeply involved in every aspect of the restoration, designing much of the plan himself.

“I’ve been around trucks and trucking my whole life.”

Fred took inspiration from his father, Bill, who had rebuilt and customized a 2013 Peterbilt 389 and matching Polar tanker that had already won awards on the truck show circuit. Choosing a cabover model was a personal decision for Fred and a notable departure from the usual fleet of custom Peterbilt 389s at Rethwisch Transport, a petroleum hauler based in Tomah, Wisconsin. After a four-month search, Fred found a truck he liked on Facebook Marketplace. He and his dad flew out the next day, and luckily, the truck was still available.

“I always thought International cabovers were cool. I looked and looked until I found this one, and I fell in love with it,” Fred says.

The restoration process began last December, with a goal to complete it in just five to six months. “The vision came from Fred. We just all worked with him. We were all just subcontractors doing what the general contractor wanted,” Bill explained.

Initially, the truck appeared to be in good condition. However, as Fred and his team began dismantling it, numerous hidden issues emerged. The truck had previously rolled over lightly, leading to extensive Bondo repairs that masked deeper damage. The entire side panel was curved in, and the handlebar mounting area required a makeshift two-by-two plate for support due to the lack of proper mounting space.

Finding replacement panels proved impossible, necessitating a rebuild of many parts from scratch. The front driver’s side corner also showed signs of damage, likely from a flatbed collision.

Fred and his team removed and replaced numerous panels. Customization and chroming were integral parts of the project, featuring dual DynaFlex chrome straight exhaust stacks, custom half fenders, Alcoa small hole aluminum rims, and a 12-gauge steel T-shaped bumper with 11 of Fred’s favorite glass watermelon lights. They also chromed the steps, grill, and many interior pieces for easier maintenance and showtime readiness.

Fred’s ability to weld and grind the truck’s frame while seated on his scooter is truly remarkable, considering his condition. He covers his legs with welding jackets for protection, demonstrating a level of ingenuity and resilience that is inspiring. With the help of a magnetic drill for precise work, Fred ensures that every detail of the truck meets his exacting standards.

Fred’s confidence and knowledge quickly dispelled any doubts vendors had when he contacted them for parts. “We wanted the truck to have a show-quality finish, so we incorporated a lot of chrome and stainless steel. It really makes the truck pop, giving it a sleek, modern look while respecting its roots. I’m pretty picky about my truck. I just want it to be perfect,” Fred explained.

The truck was originally dull black with faded pinstripes, a testament to prolonged sun exposure. Fred opted for a new glossy black and orange theme to give it a unique and striking look. This decision was influenced by his desire to make the truck a standout piece at shows.

One of the biggest challenges was getting the Caterpillar 6NZ single-turbo engine, enhanced by Performance Diesel Inc. (PDI), to work with the 6-speed Allison automatic transmission. The wrong harness prevented proper communication. Luckily PDI had another truck with the same issue, and swapping harnesses solved the problem.

A standout custom feature is the passenger-side fake fuel tank with a sliding shelf, an idea Fred and a friend devised. This modification allows Fred to transport his scooter easily, showcasing his creative problem-solving skills and innovative spirit. Other adaptive modifications to accommodate Fred’s muscular dystrophy include an automatic transmission, disc brakes, and an electronic engine, making it easier for him to drive despite his limited mobility. He handles it like an old pro. “It rides like a brand new truck,” Fred says, noting that the addition of airbags on the back of the cab helps smooth out the bumps.

The response from show attendees has been overwhelmingly positive, with many admiring the meticulous details and custom features. A long list of awards includes Best Exterior, Engine, and Presenter, plus Best of Show and People’s Choice at the DynaFlex Truck in Ventura, California, and Best of Show (Limited Mileage Bobtail) at the prestigious Mid-America Trucking Show (MATS).

Bill has set high standards with his impressive builds, and Fred aims to continue that legacy and create big rigs that make a unique statement. In addition to his own projects, Fred is actively helping his older brother, Luke, restore a 1987 Peterbilt 359. The Rethwisch family’s travels with their truck have taken them across the country, from Reno to Ontario, Canada, to the 2024 ATHS National Convention and Truck Show in York, Pennsylvania.

Closer to home, Fred was invited back to his old elementary school to showcase his truck at a Transportation Day event. Students saw his unique, customized vehicle up close, offering a hands-on learning experience, and demonstrating what a dedicated kid can accomplish.

As the Rethwisch family continues to attend truck shows and participate in ATHS events, they inspire enthusiasts of ALL ages and prove that passion and determination can overcome any challenge. Fred’s story demonstrates the value of perseverance and the pride that goes along with being part of a community that shares a passion for trucks.

By: The Trucker Media Group

Photos: Linda Garner-Bunch

Eva Knelsen has made a lifelong habit of defying stereotypes. Whether that means running contrary to her family’s opinions or digging in her heels to drive a bright pink semi, the 36-year-old trucker has had to overcome a lot of barriers to do what she loves, on her terms.

“My parents taught me that you don’t take crap from anybody,” she said regarding the source of her grit. “You do your job and you do it well, and you don’t take anything from anybody else. If they dish it out, you can dish it right back.

“That’s one thing I will never take for granted, or my work ethic that my parents taught me,” she continued. “I had my first full-time job when I was 12 years old, so I will not ever take that work ethic for granted.”

The Canada-born Knelsen grew up in a Mennonite household, one of 15 children. It was there that she was both inspired to and discouraged from pursuing a life in trucking.

“My parents were born and raised in Mexico. After they got married, they wanted to get away from there, so my dad moved (my) mom up to Canada,” she said. “Every other Christmas, my dad would pack us all up and we would drive in a 15-passenger van down to Mexico to visit family. And just seeing the trucks on the road … oh I absolutely loved ’em!

“Then, when I was about 16, my brother got his license and started driving,” she said. “I went with him a couple times, and I just fell in love with it even more.”

Knelsen’s parents frowned on her budding career interest and wrote it off as just a passing fancy — until she went to school and earned her CDL, a move that was not well received by her family.

“I didn’t speak to my family for four years, because they did not accept me as a driver,” she said. “It was not (acceptable) for female Mennonites, but it was okay for my brother to drive, because he was a male. Yeah, there were some words that my parents both said to me that hurt so bad — but the more they said it, the more I was determined to make it (as a trucker).”

At first, Knelsen didn’t find the trucking industry any more welcoming than her family. She struggled to find her first trucking job, and once she did, she faced hostility and abuse out on the road.

“When I first started driving, there were plenty of men on the road that would keep saying, ‘Oh you shouldn’t be on the road. You should be barefoot, pregnant, in the kitchen doing a woman’s job,’” Knelsen recalled. “Whatever. There weren’t very many women out here. But, like, in the last, I’d say about 10 years, I’ve seen more and more women out here. And it’s awesome seeing that.”

By the time Knelsen landed at Ontario-based West Coast Transportation, the trucking landscape had changed and evolved, and so had her experience as a driver.

One goal, however, had yet to be met — having a chance to drive a pink truck.

“Growing up, my mom always wanted one of her children to love the color pink. I never did. I was a tomboy, so pink was gross,” Knelsen said. “But she bought me a pair of pink toe socks when I was about 16, and that’s when I started loving the color pink. Everything had to be pink.

“When I first started driving for West Coast, I was just driving one of the regular white Peterbilt Type 79 Ps with burgundy fenders. But inside, I had everything pink,” she added. “My covers were pink, floormats, steering wheel. Everything was pink. Nobody else wanted to drive it because it was too much pink, but I didn’t care what anybody said.”

Knelsen’s boss, Don English, wasn’t worried about the truck’s interior makeover, telling Knelsen she could do what she wanted as long as the job got done and he didn’t have to drive it. But when she told him how cool it would be to drive a pink company rig, he had some choice words about the idea.

“The boss said, ‘[expletive] no! I’m never buying a pink truck,’” she remembered with a laugh. “Well, his then-girlfriend, her mom passed away from breast cancer and she convinced him to order me a pink truck. She told him we could do it up as a breast cancer awareness truck. And so, he did.”

Ken Worth Senior, as Knelsen’s long-awaited pink truck was called, hit the road in March 2017, and was replaced by Ken Worth Junior, a W900L, in August 2020. True to her word, Knelsen made sure the truck was a familiar sight at events supporting breast cancer awareness and helping raise funds for research.

“When it first came in, I asked the boss if it was okay to be involved in the Truck’n’ For a Cure show back home in Woodstock, Ontario,” she said. “And he’s like, ‘Well, yeah, that’s one of the reasons why I built it.’ To this day, every year, we still raise money for that show.

“There’s also a show in Grand Rapids, Michigan, that they do as a truck show charity event,” she said. “It’s only been two years that they’ve had it, but by the sounds of it, it will be an annual thing.”

That pink truck even helped mend the rift Knelsen’s career choice had created between her and her family. Her mother, who died this spring, was particularly taken with the rig.

“My mom fell in love with the truck that I was driving,” Knelsen said. “I took her for a drive with it. I actually have a video and a couple pictures of her in the passenger seat. I went bobtailing to the farm once, and the first time she saw the truck she comes running out the front door. She’s like, ‘It’s pink!’ Yes, Mom, I know.”

When Ken Worth Senior was retired, Knelsen briefly considered buying the truck, but because her boss promised to continue the pink truck legacy, she passed on the opportunity. Besides, she said, he wasn’t keen on the idea, and didn’t want to risk losing one of his best drivers.

Knelsen said she’s just happy to be able to bring more awareness and funding to a cause she believes in.

“It can be a little overwhelming at times,” she said. “My mom didn’t die from breast cancer, but it was cancer and ever since she passed, (the pink truck has) meant so much more to me. I never realized what having a cancer patient in your family was like until she was going through it.

“Driving this pink truck makes me feel like I’m actually making a difference when I’m raising funds or if I’m going to a charity event,” she said. “It makes me feel like I’m helping someone.”

By: Micheal Lombard

One of the silver linings of the COVID-19 pandemic and supply chain crisis was it brought into focus how important truck drivers are. Many Americans realized for the first time that everything they see in a store, touch, smell, and eat is brought to them by a truck driver. And yet, according to the CDC, truckers are twice as likely to suffer from chronic illnesses than the rest of the working-class population. The average age of retirement in the U.S. is 64 but the life expectancy of a trucker is just 61. That’s a daunting statistic if trucking runs in your blood, like it does in mine.

I always wanted to be a trucker because, like many other truckers, it runs in the family. My great-great-grandfather Nicky Lombard, and his brother John, came to the United States at the turn of the twentieth century. What started as peddling ice from a horse-drawn carriage, they incorporated as Lombard Bros. Inc. in 1923. They became one of the largest motor carriers in the Northeast, with terminals from Maryland to Maine. My grandfather became an owner also driving for Lombard for 30 years. Lombard became a victim of the Motor Carrier Act of 1980 and sold in 1984, but I got to spend 23 years of my life growing up with my grandfather and his stories.

My grandfather was not immune to the hardships of the job. He had a heart attack before I was born and passed away from complications stemming from heart disease, and his father also died of heart disease. It has to do with the long hours behind the wheel, fast food, and the road lifestyle. Drivers don’t have much control over what they eat or when they can get up and walk around. When I began working toward my CDL, I thought long and hard about how I could do this job without going down that path. It was the summer of 2020, and I had recently relocated to central Texas from Connecticut to start a new life. Having spent the previous few years working for a wholesaler, I got to drive a few delivery trucks. The job involved interacting with truck drivers. I was ready to become one myself, but I was not about to let my career choice risk my life, so I made a plan. I took accountability for what I ate and figured out how I would eat it over the road. I got an air fryer, food scale, and microwave. Sleeper trucks come with a fridge, but I also bought a cooler. I stopped drinking my calories. I bought running shoes, and while in CDL school, I began walking and going for light jogs, even for just 30 minutes.

My first few weeks over the road were the biggest test because I was with a trainer and couldn’t bring anything I had prepared. So instead, I downloaded a health app to track my macros—the calories I consumed, broken down into protein, carbohydrates, and fats. For those 2 weeks, I slashed calories, drinking a lot of black coffee and seltzer water to stay full. I found time for intentional movement almost every day for 2 weeks, either waiting for hours at a shipper or when we parked for our 10-hour break. I knew if I had to be off for 10 hours, I could use 30 to 45 minutes of them to jog, even in circles.

I was out for 3 weeks, and when I got home, I finally loaded up my truck and bought a copy of David Goggins’ book Can’t Hurt Me about maintaining self-discipline. This became my field manual for how I was going to progress in my new career and become the best possible version of myself, not another health statistic. And I succeeded. Here’s how I did it:

Truckers can pull into most Walmarts and grocery shops at least once a week. My breakfast was an apple, a banana, and a protein bar. I would drive anywhere from 4 to 6 hours and then stop for my 30-minute break. I immediately broke out my air fryer and cooked up some chicken breast or thighs, microwave veggies, and rice, and while cooking, I would run into the truck stop, take care of business, grab a diet coke, and get back to the truck with my meal done. I would eat and then take off. Dinner was chicken or ground beef with veggies or rice. I can’t stress the food tracking app enough; it’s how I discovered low-calorie hacks like keto bread.

Then there was the exercise. I would drive in the clothes I worked out in, and after driving for the day, I would park for my 10-hour break, and then walk or run. If I stopped at a shipper or receiver, instead of just standing around losing time and money, I would walk, swing a kettlebell, and do pushups. The key is to use the small chunks of time you get. Truckers have time—I know because they have a lot of time to get into arguments on TikTok. Building the discipline around these habits got me fit enough to run 5 full marathons in 3 years of OTR driving. The time I spent doing a heavy haul, I called loading tractors a “free benefit.” Truckers deserve to be healthy, not come home for 3 or 4 days and sleep for 2 of them. The reality is, that no one is coming to save us, so we must self-rescue. Your life will improve while adding years back to it.