2000 Ford F-150 Prerunner- Off-Road Trucks

We have a hands-on approach at FST," declared shop foreman Torrey Porter. "If we go out in the dirt and get stuck, or if we break down, of course it sucks. We try to learn from our mistakes and come up with innovative solutions to the solve problems we encounter. Our hands-on approach is the way we keep our edge."

As we poked and prodded the corners and aisles at Fabrication Suspension Technology's Phoenix shop, metallic proof of Porter's words greeted our every move. A dozen off-road trucks, in various configurations and wheelbases, awaited the next step of their respective buildups. FST not only builds off-road trucks for every purpose from racing to 'crawling, but also builds many of the parts used during the fabrication process. FST's machinery quiver is deep and includes a mill, lathe, bandsaw, water jet cutter, plasma cutter, and flame cutter, in addition to the usual suspects such as welders, a tubing bender, and a tube notcher. Need to bend some metal plate for a gusset or bracket? FST has not only the press brake to make the bend, but also the metalworking expertise to make it properly.

Somewhere in the performance continuum, between FST's Chevy Avalanche Trophy Truck in one corner of the shop and the Toyota prerunner receiving custom A-arms and coilover shocks in another, is the fast Ford seen flying across these pages. The seven-lug F-150 was built for Peoria, Arizona's John Rhodes. The president of a software development company had the prerunner built "for the love of racing," after having purchased the truck brand-new in 2000.

The truck's snow-white steel and fiberglass body panels conceal metallic artwork that transforms the Ford from a utilitarian beast of burden into a beastly off-road weapon capable of carrying five people through the Arizona desert at extralegal speeds, clutched in the comfort of Renegade Racing seats and Simpson harnesses.

As we watched and rode in the Ford during heavy-throttled assaults, we could tell that the FST crew has indeed learned much in the desert over the years. Torrey and company may still get stuck once in a while, but rest assured they'll return to conquer the trail with updated equipment bristling with FST innovations. In the age of information and computer-filled lives, FST proves that the classic hands-on approach will never go out of style.

In stock trim, the factory A-arms cycle in inches. After FST worked its magic, front suspension travel is measured in feet. Front suspension travel is now comfortably more than 1-1/2 feet. Travel numbers are indeed important, but the quality of travel is just as imperative as the quantity. John Rhodes' Ford uses Bilstein 9100-series coilover and bypass shocks at each corner to ensure position-sensitive smoothness is transmitted through the custom 4130 chrome-moly FST upper and lower control arms. When the A-arms slam to the nether regions of compression travel, a Bilstein pneumatic bumpstop controls the last 4 inches of the suspension's upward journey.
In stock trim, the factory A-arms cycle in inches. After FST worked its magic, front suspe
Custom-fabricated spindles are an integral part of the front suspension and lend long-legged strength to the front of the Ford. The upper and lower uniball pivots are oriented vertically, with the bolts horizontal so that the spherical bearings are radially loaded. A typical uniball can handle 10 times the radial load compared with the axial load-bolts vertical. If this explanation seems complicated or confusing, simply remember that these FST spindles use a very strong design. Further proof of the strength lies in the welds themselves. TIG-welding was the process of choice when the uniball cups, chrome-moly plate, and spindle stub were melted into one continuous unit. Welding was done in two steps. First, a standard root pass was laid down, one weld puddle at a time. After the root pass was completed, a double-weave technique was used for the second pass. A double-weave TIG-weld is executed by oscillating the torch - and thereby the weld puddle - across the width of the root welds. Done properly, the double-weave pass takes on the appearance of fish scales.
Custom-fabricated spindles are an integral part of the front suspension and lend long-legg
Here's the proof in the puddin'. At full droop, front-wheel camber change is minimal, as the wheels remain nearly parallel. This is a sign of proper control-arm lengths and pivot-point locations. For proof of proper steering geometry, note that the front wheels are both pointing in the same direction, as opposed to toe-out or -in at full droop. FST did its math homework when fabricating this frontend.
Here's the proof in the puddin'. At full droop, front-wheel camber change is minimal, as t

Stripped of the Glassworks Unlimited bedsides, the functional hardware beneath is revealed. The rear bedcage integrates mounts for the shocks, bumpstops, fuel cell, spare tires, and fuel dump cans.
Stripped of the Glassworks Unlimited bedsides, the functional hardware beneath is revealed
FST also burned its logo into the rear corner gusset. The taillights are towing lights, with a magnetic base - all the better to stash away when not needed off-road.
FST also burned its logo into the rear corner gusset. The taillights are towing lights, wi

The 5.4L Triton V-8 pulls air through another Arid-zona company's product. Airaid's intake increases airflow and improves dust filtering, which is all the better to breathe with. The engine cage stabilizes the upper shock mounts and unbolts when needed for better engine access. Behind the engine, the stock automatic transmission was given a cryogenic treatment to strengthen the internals against extended off-road thrashing. A Hughes torque convertor, set up with a 3,000-rpm stall speed, launches the Ford off the line. To keep the tranny's internals alive, hot ATF winds its way through a Fluidyne cooler.
The 5.4L Triton V-8 pulls air through another Arid-zona company's product. Airaid's intake
Ford threw truck owners and wheel makers a curve ball when it released its F-150 7700. The seven-lug pattern was designed to complement the truck's almost 1-ton towing and hauling capacity. Since the seven-lug pattern was only produced for a couple of years, aftermarket wheels are far from plentiful. Fortunately, Mickey Thompson makes its Challenger 17x9-inch wheels with Ford's seven-lug bolt pattern. Backspacing is 5 inches, which maintains healthy front wheel bearings. Thirty-seven-inch BFG Projects circle the Mickey Thompson wheels. John Rhodes' truck has not one, but two spares at the ready. Since Arizona rocks are sharp, two spares are added assurance of driving home after a long day of prerunning.
Ford threw truck owners and wheel makers a curve ball when it released its F-150 7700. The