There’s an extra level of sport in ‘doing things with a vehicle’ that it was never supposed to do. Auto-crossing a Mazda Miata is fun no doubt. But auto-crossing a ’68 Ford truck is… much more erratic. Like taking the brakes off your bike to save a little weight, or surfing with raw meat strapped to your board. Or chopping down a tree blindfolded. You get the point… man stuff.
But if you’re gonna do it, you can’t go into it all willy-nilly. You gotta have a plan kind of. Some forethought maybe. This is Corey VanBruggen’s 1968 Ford F100.
2wd Fords trucks of generations-past have an ‘i-beam’ front suspension setup. If you’re not familiar: Instead of regular independent-front-suspension (IFS), the i-beams are essentially 2 beams that pivot from a center location under the truck, one extending out to the driver’s wheel/hub, and the other going to the passenger’s. They’re perfectly fine on a stock truck, but they’re a bit limiting when it comes to performance.
So for that reason, Corey swapped to a Ford Crown Victoria subframe under his ’68 F100.
To do that, Corey first torched-out the original front crossmember. Then he put the Crown Vic subframe on wheels/tires, rolled it under the truck, and centered it in the wheel-wells. He took all his necessary measurements & cross-measurements to make sure everything was square. Once it was square, he marked the frame & box-welded the frame of the truck where it was to meet & mount with the subframe, AND he further strengthened it with steel tubes that the mounting bolts slide through. So the main chunk of the subframe mounts with 4 heavy duty bolts in this manner (2 driver & 2 passenger).
Corey then welded 2 brackets that extend off the frame rails of the truck (driver & passenger side), each having 3-bolt mounting points for the back of each a-arm.
With the new IFS subframe in place, Corey was now able to run performance-oriented parts, like a swaybar from ADTR, and coilovers from Andrew’s Tuning & Performance (which are Viking coilovers with custom mounts). And unlike i-beams, he now has the ability to adjust camber for the lowered ride height.
For now Corey’s running the Crown Vic brake assemblies in front, with EBC rotors & pads.
It works pretty well. But Andrew’s Tuning & Performance also makes a kit to adapt a Wilwood big brake kit over the Crown Vic, so that is in Corey’s not-too-distant-future plans.
In the back, Ford F100s come with standard leaf-springs & a solid rear axle.
But Corey swapped to a ’97 Thunderbird subframe with independent rear suspension.
There’s a company called Team 321 that makes mounts for the new subframe to go in the F100.
You have to weld them in… which means Corey needed to cut/torch-out the OEM leaf-spring mounts out of the truck. He positioned the new T-Bird rear subframe, measured thrice, and welded in the new Team 321 brackets. At that point, the subframe bolts right up.
It’s worth mentioning that Corey also boxed the rear frame & also welded in a cross-brace between the frame rails at the rear end, just to strengthen the chassis.
So now the F100 is running T-Bird rear disc brakes with Stoptech rotors & EBC pads.
It’s got Viking rear shocks with Moog springs, and a 1 3/8th rear swaybar from Super Coupe Performance.
The engine is a 302 from a 1991 Mustang. It’s got a rebuilt stock bottom-end, blueprinted head, and Howard’s cam. Bolt-ons include an Edelbrock manifold, Holley Sniper EFI, and Holley Hyperspark ignition. The transmission is a Tremec TKO 500 5-speed with a Detroit Truetrac diff & 4.10 gearing.