Our ’48-56 F100 chassis are now built using 2 × 6 × .188 wall tube for the main rails. The catalog photos show the previous design using 2 × 4 × .188, we added extra strength in a continuing effort to build the very best chassis on the market!

Our ’48-56 and ’61-66 F100 chassis are built using 2 × 6 × .188 wall steel tubing, fabricated on precise fixtures built from cherry original frames. All mounts for the body, bumpers, radiator, runningboard and bed mounts are provided. These frames will provide an extremely rigid and slick foundation for a truck worth looking under!

We have a very thorough and more extensive Builder’s Guide that follows below. You can go through the option list and get a pretty good idea of what your chassis will run. We will send that on request to begin the process of ordering a chassis, which will require a 1/3 deposit to get on the build schedule. We will then put you with our frame specialists to put together a formal quote in duplicate for you to approve and return a copy. That signed copy will be the build specification for your chassis, so be sure that any and all details are properly covered. Both of us will have many conversations in this process, and we have found this to be the very best method of ensuring that you get what you want, and that we clearly understand that combination.

You can order a Builder Special chassis in order to do more of the assembly work yourself. The basic rails, front suspension crossmember, engine and trans mounts are included, but no bolt on front end parts, pedal assemblies, rear suspension brackets or crossmembers. If you add the Builder Special options of pedal assembly and rear suspension, then all the welding is complete and you can add the bolt on components later. This is an excellent way to spread out the purchase price, especially if you expect to rebuild your body on our chassis and don’t want parts sitting there rusting and in your way while that happens. Most people do opt for the complete roller chassis where we have installed all the parts, ready to receive the wheels, drivetrain, and body.

The chassis are typically primed with a lacquer based primer to prevent corrosion while we go thru the fit up phase prior to disassemble for final paint. We expect you will sand the bulk of that primer off during the paint prep process. Another option is the epoxy primer finish. We sand all the mill scale off the steel after sub assembly parts are fabricated, and before final weld assembly. This provides an excellent base for finish paint, and is even used as a final finish for road use, as it is waterproof. It will fade over time, so finish paint is recommended.

We are especially proud of our F100 chassis. They fit all those pick ups, as well as panels trucks. Race bred technology allows us to build these using .188 wall rectangular tube main rails with mandrel bent rear kick up sections for strength far in excess of a laser cut and fabricated rail, as used in competitor’s frames. We achieve the ability to simply tap fine thread holes for component mounting rather than having to weld in nuts, radiused corners for a smoother more original look, and much smoother surface without the heavy grind marks that show up in your paint on those fabbed rails. All the body, runningboard, radiator, and bumper mounts are provided and will use the same body mount pad and shim kits as on an original frame. You do have to shim the body on any chassis for proper door fit.

The standard front suspension uses our Stage II version, with polished stainless steel control arms, urethane bushings, full size iron disc brakes, manual rack and pinion, and conventional separate coil springs and shocks. Upgrades include power rack and pinion, coilovers, Ultra low crossmembers, Airride, and Shockwaves. Different bolt circle, diameter rotors, and finish options can be used as well. We discuss this in detail on page 5 and 9 of our catalog and website.

Mounts for Ford Windsor, FE, and 460 engines, as well as Chevy small and big blocks are standard, along with any of their matched automatic transmissions. We can mount other combinations, generally with a small additional charge. The new Modular 4.6 and 5.4 engines are no problem, and are adapted to Windsor side mount insulators. It may be necessary for you to supply certain dimensions or even set up parts we do not have on hand. The same goes for manual transmissions, which are generally set up to use a hydraulic clutch mechanism. Our frame specialists will be pleased to discuss any special requests.

Manual pedal and dual master cylinder assemblies are standard, with power assisted units as options. It is very important to note that we use dual diaghram vacuum boosters exclusively, as we have found that single boosters simply do not supply much reduction of pedal effort. The power booster assemblies use a Corvette style dual master cylinder which is valved for 4 wheel disc brakes. Proper residual pressure valves must be used (2 psi for discs and 10 psi for drum brakes) for proper operation. Remote reservoir, billet master cylinders, and hydraulic boosters are also available on request. Clutch pedals can be added as an option, and will use Wilwood master cylinders to serve hydraulic slave cylinders for clutch operation.

Complete brake line plumbing is available; strictly using DOT approved steel hard lines and braided stainless steel hoses. Stainless steel hard lines are based on aircraft use and probably quite safe, but are not DOT approved, and as such cannot be installed on our chassis in our shop. We do include all necessary valving for the system as installed on your chassis. The hard lines are attached with plastic clips pop riveted in place for easy removal prior to finish paint. Part of the brake option lists to either rebuild the rear drum brakes on 8" rear axles, or new drums on 9".

Cast iron front disc rotors and calipers are standard, in either ’75-80 11" Ford Granada rotors, or ’82-87 Monte Carlo (12 × 1.5 MM stud) rotors for Chevy pattern. Ford pattern is 4½" bolt circle, while the Chevy is 4¾". Many rodders are confused by trying to measure this bolt circle directly, but the fact is that an odd number of lugs will measure ¼" less than the true bolt circle. In other words, 4½" Ford pattern will measure 4¼" center of one lug to another across. We can offer endless options of bolt pattern, four wheel discs with functioning emergency brakes, drilled rotors, and aluminum hubs and calipers. Wilwood, ECI, and Baer are our primary suppliers. Please check out all the options in our Chassis Builder’’s Guide, and discuss them with our chassis specialists.

Ford 9" rear axles are standard, using 60" to 61" hub to hub track widths and generally allow fitment of 8" rims. They are sandblasted, and complete but have not been rebuilt in any way. They will usually have something around a 3.00 ratio open gearset. For the average hot rod with a small block engine and non overdrive trans, they will serve nicely. Overdrives will work better with something in the 3.50 to 3.70 range. We can provide upgrades for gear ratios, positraction, 9" axle assemblies with 28, 31, or 35 spline axles. For a really cool rear axle that shows and is very reliable, Winters Quick changes are also available, as are custom IFS rear assemblies. Vette rear IRS is not recommended as they are too wide and bulky, making proper tire to fender placement difficult.

We do recommend front sway bars for heavier engines, top heavy panels, and rods driven very hard on mountain roads. Those vehicles can benefit from the addition of a rear sway bar as well. Certain combinations of rear disc brakes and 4 bars will require special rear sway bars.

Four bar rear suspensions with Pro Link adjustable bar mounts, driveshaft loop, and plain steel bars are standard, with optional stainless bars. Coilovers are standard with 4 bar rear suspension. We can also use Airride Technologies Coolride airsprings with separate shocks, or the ultimate Shockwaves, which include a billet aluminum adjustable premium quality shock with the air spring wrapped around it, like a coilover unit. The adjustability of the Shockwaves gives you the ultimate in adjustable spring and shock rates to deal with varying loads, road surface quality, and handling. The standard equipment will put you into an acceptable performance range, while the complete adjustability of Shockwaves can dial it in just right. Or, all wrong if you don’t take the time to learn how to use the adjustability. Narrowed rear frame rails for wider tires can be built. A 2" narrowing per side will allow the use of 10" rims, but will require mini tubs in the bed side.

If you are using a reproduction body, we are able to supply a Manufacturer’s Statement of Origin (MSO) and 17 digit VIN number which will assist you in getting a proper title from your local DMV. We are a legally listed manufacturer with the Federal Government and our MSO is the same paperwork provided with any new car. Many states allow you to title the car as the year it most closely resembles, and inspect it as that year. Some others will require you to title it as the year we built the chassis, and typically then inspect it as to the year of the engine used. Fortunately, the general practice is to use the emission specs for the earliest year that engine type was built, that being 1968 for a new crate 350 Chevy. Since there were no emission specs outside of California in 1968, the engine need not meet any emission limits. There are 50 states with 50 sets of ever changing regulations, so visit your local DMV Enforcement officials to get the local requirements. It is a violation of Federal law for any one other than the original manufacturer to supply a VIN number or to stamp one on a car. Therefore, you must request this service before your chassis leaves our shop. We cannot supply you a number to stamp on it later, and will only supply the paperwork for reproduction bodies.

We thank you for your interest, and urge you to discuss your ideas with our sales staff and chassis specialists. We have many pleased customers now, and would love to be a part of fulfilling your dream car!