Of course, you can't set spring heights correctly without the weight of the driveline in the chassis, so those components had to be assembled before the final suspension setup could be completed. The original NP435 granny-low four-speed manual was replaced with a Ford C6 auto that was rebuilt with additional bands, heavy-duty clutches, a shift kit, and a heavy-duty torque converter. The stock divorced NP205 T-case was replaced with a rebuilt, married version of the NP205. The new 205 T-case was mated to a Gear Vendors overdrive unit and outfitted with a driveline parking brake kit. On the highway, the Gear Vendors overdrive unit provides a 22-percent reduction in rpm. This equates to changing the differential gearing from 5.38:1 to 4.20:1 with the push of a button. All this was bolted to a rebuilt Ford 460 V-8. Bill Matthews, a Ford factory-trained technician, used his expertise to improve the power output of the 460. The block was bored 0.010 over, and new pistons, rings, an RV cam, and anti-pump-up lifters were installed. The motor was blueprinted and balanced too. In addition, a set of '69 factory Ford 460 high-performance heads were rebuilt using Summit Racing guideplates, Boss 302 screw-in moly rocker studs, and 7/16-inch aluminum roller rockers. Harout Markarian and Hans Linter provided the technical assistance to get the early heads to work with the late-model block.
A Carter AFB carburetor was mounted to an Edelbrock Performer manifold and topped with a K&N Xtreme air filter. Hooker Super Competition headers replaced the stock exhaust manifolds and were connected to dual Aero Chamber mufflers. A Mallory Unilite distributor and high-output coil work in conjunction with Summit Racing 8mm wires sending voltage down to the Motorcraft plugs to light the fuel charge.
A Gear Vendors overdrive was installed, obtaining a 22-percent reduction in highway rpm. A married-style NP205 T-case replaces the original divorced-style NP205. | 
The original rig was a well-worn work truck that had seen use at a mine and a dump. The best part of the rig was that the sheetmetal was mostly in good shape. | 
A modified Cheyenne rear bumper was installed on the Ford. The fuel can rack and swing-away tire carrier were designed and built by the author. |
A custom-fabricated, full-cab rollcage was made using 2-inch, 0.120-wall steel tubing, and the dash was refaced with brushed stainless steel overlays. The dash was then fitted with Auto Meter gauges. A Tuffy Security overhead Jeep console was modified to fit the cage in the Ford and fitted with a Cobra 29 CB and Pioneer stereo. The original heater/defroster was replaced with a Ford factory A/C system, and a N.O.S. Ford wiring harness for a '76 pickup was installed.
On the outside, the customizing includes a later-model grille shell from a '78 Ford truck with a custom tube grille featuring floating Ford letters in the middle of it. Three-inch double-tube bumpers from Cheyenne Bumpers were installed front and rear. A Warn XD 9000i winch was installed on the front bumper, and a 2-inch receiver hitch was added for good measure. The rear bumper was outfitted with a custom swing-away spare tire carrier to fit an oversize spare and a swing-away basket for carrying fuel cans or an ice chest.
As with most everything else on this truck, the author did the paint and bodywork himself. The scalloped paint scheme and graphics are designed to make the truck look as if it is moving even when it is parked. Even the holes in the Eagle Alloy Series 589 wheels were painted. Wrapped around the sharp-looking wheels are 38.5x15.50x16.5 Dick Cepek Fun Country Radials.
After several years of work, this early Ford is now ready for road and trail. The custom suspension provides a very smooth ride on and off the pavement. Bumpsteer is minimal, and the truck has excellent tracking on the highway. There is virtually no axlewrap when blasting the dunes, and wheelhop is pleasantly absent. "Project Tall Cool One" is truly a classic Ford with modern amenities, not to mention class and style.
The stock closed-knuckle Dana 60 was replaced with a late-model open-knuckle Dana 44. '79 Bronco coil spring brackets were welded to the pickup's frame and axles. Superlift springs and shocks were installed along with custom shock hoops. Explorer Pro Comp lights were mounted below the bumper. | 
The dashboard face was treated to an overlay of brushed stainless sheet. The stock instrumentation was replaced with a full array of Auto Meter gauges, and a Grant GT steering wheel replaces the original. The original heater/defroster-only setup was replaced with a factory A/C setup. | 
This Ford truck stands tall and looks great thanks to a lot of planning and hard work. |
The Original Ford 360 V-8 was as worn as the rest of the truck. The motor is topped with an Edelbrock Performer manifold, Carter AFB carb, and K&N Xtreme air filter. Hooker Super Competition headers and Aero Chamber mufflers were used on the exhaust side. | 
The truck was stripped to the bare frame, cleaned, and patched as needed. The author then began the process of upgrading the suspension through the use of massive, custom-built, 5-foot-long radius arms. The Superlift coil springs are 12 inches longer than stock '79 Bronco springs. | 
A Tuffy Security overhead console for a Jeep was modified to fit the custom cage in the Ford. A Cobra CB and a Pioneer stereo were installed in the console. The headliner was custom-made using the same carpeting that was used on the door panels and floor. |