1960 Ford F-100

Some projects come through the door as a bare frame and a deadline. This 1960 F-100 arrived at the shop just as winter was settling in, and the plan was straightforward: a four-month window to turn a stripped chassis into a running, driving truck. The customer's body shop handled the sheet metal and paint. We handled everything mechanical.

The factory frame got boxed for rigidity, then sent out for powder coat. It's the kind of foundation work that disappears under sheet metal but makes every mile feel different. On top of that foundation, we built the chassis. A Mustang II front clip replaced the original straight-axle setup, bringing rack and pinion steering, coilover ride quality, and geometry that makes the truck track through corners instead of wandering through them. This is one of the most transformative upgrades you can do to a 1957-1960 F-100, and the difference behind the wheel is immediate.

The customer wanted a crate motor, so we sourced a Chevrolet 350ci crate engine — simple and reliable. We backed it with a GM 700R4 four-speed overdrive automatic, fabricating engine and transmission mounts in-house. The 700R4's 0.70:1 overdrive fourth gear means this truck cruises at highway speed without screaming, and the lockup torque converter keeps temperatures down on long pulls. Shorty headers feed into a custom dual exhaust that gives the small-block the voice it deserves without drowning out conversation in the cab.

Stopping power got the same attention as going power. We installed a Wilwood master cylinder paired with a front disc brake conversion, ditching the factory four-wheel drums for a pedal that's firm, predictable, and capable of hauling this truck down from speed without drama. Wilwood has been building brake systems for everything from street rods to Trans-Am cars since the 1970s, and their Classic Series kits for these F-100s are a direct, proven upgrade.

Ride height came down roughly six inches from factory, set even front to rear. That's the number that gives a '60 F-100 its stance: low enough to change the whole attitude of the truck, not so low that it can't clear a speed bump. The body shop mounted the cab while the frame was still in our bay, and when it left our shop, it left under its own power: a complete, sorted, drivable truck ready for paint and final assembly.

A four-month winter build that turned into a daily driver. That's the kind of result we aim for on every project that rolls through the door.

Build Highlights

• Frame: Factory frame boxed and powder coated for torsional rigidity. No flex, no creaks.
• Front Suspension: Mustang II independent front clip with rack and pinion. Coilover springs, dropped spindles, modern steering geometry in a 60-year-old chassis.
• Engine: Chevrolet 350ci small-block crate engine. Sourced by the shop, carbureted, simple and bulletproof.
• Transmission: GM 700R4 four-speed automatic overdrive. Lockup converter, 0.70:1 overdrive for highway cruising, Lokar floor shifter.
• Brakes: Wilwood aluminum master cylinder with front disc brake conversion. Firm pedal, zero fade, stops like a modern truck.
• Exhaust: Shorty headers through custom dual exhaust. Deep tone at idle, opens up under throttle.
• Stance: Lowered approximately six inches from factory height, front and rear matched
• Mounts: In-house fabricated engine and transmission mounts. No universal crossmembers, no compromises.