Joe Greeves
December 22, 2010

If you get a little upset with terms like the Throw Away Society and Planned Obsolescence, you'll be pleased to know that this beautiful truck has been in the same family for more than four decades! Ed Davis from LaFollette, Tennessee, remembers the day his father brought home the '66 Ford F-100, especially because it was the vehicle he learned to drive in. His father passed away 20 years ago, but Ed has been actively engaged in a series of conservative upgrades designed to keep the truck current. The vintage Ford has seen multiple paintjobs-turquoise, red, and gold-before reaching its current shade of Prowler Orange. This latest hue was part of the most comprehensive makeover yet, taking a full 2 1/2 years to complete.

One of the first changes people notice is the distinctive angled top chop. Mike Bowling did the work, keeping the original roof intact by angling the A-pillars rearward and reshaping the rear cab wall. He removed 4 3/4 inches from the front and 3 1/2 inches from the rear, giving the roof a slight rake. While he was at it, he rounded the door corners, eliminated the vent panes, and filled the seams around the truck for a one-piece look. All chrome and emblems were removed, the stake pockets in the bed were filled, and the bed floor was fitted with custom sheetmetal, now 4 inches higher than stock. The additional space was the perfect way to conceal the RideTech air suspension compressor and four 3.5-gallon reserve tanks. ShockWaves on each corner give the driver ultimate control over the truck's altitude.

Chassis upgrades began with reinforced and C-notched rear framerails that hold a modern four-link from Competition Engineering. The 3-inch-drop DJM I-beams up front bring the front down to match the rear. The extra chassis reinforcement was an important factor since the new engine has considerably more horsepower than the original Ford designers ever imagined.

The Roush Performance all-aluminum engine started with a Shelby 428 block, but is now punched out to 451 ci, and produces 500 hp and 575 lb-ft of torque using an aftermarket Christmas list of performance add ons. The bulletproof internals are a combination of a Scat nodular-iron crank, H-beam rods, and Wiseco forged aluminum pistons, creating a 10:1 compression ratio.

Up top, a K&N Shotgun intake sits on an 870 Holley Street Avenger carb, with an Edelbrock Performer dual-plane intake ducting the air/fuel mix to the ported and polished Edelbrock aluminum cylinder heads. A Roush hydraulic roller cam orchestrates the valves while an MSD ignition lights the fire. Scavenging is accelerated by Hooker Headers and 3-inch pipes that dump into a pair of Flowmaster mufflers, creating a very impressive performance sound. Power from the big-inch motor is multiplied by the B&M-equipped C6 transmission, built by Williams Transmissions in Knoxville, Tennessee, and spins a cruise-friendly 3.25 rear gear.

Ed dropped down a size from the 18-inch-wide Pro Street rear tires used in the previous configuration, favoring something a little more forgiving in the rain. Since he drives the truck on a regular basis, the new 15-inch-wide Mickey Thompson street rubber and 20-inch Billet Specialties rims (18-inch diameter rims up front) give him improved all-weather handling and traction.

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