The engine was pulled apart and rebuilt by Dave Plubell. The 409ci engine was machined .030 inches over. A Crane camshaft was inserted, along with Crane push rods, hydraulic lifters, the 690 heads received a set of Crane performance valves and springs with Crane 1.75 roller rockers. The stock 409 crankshaft was ground .030 inches over. The connecting rods were magna-fluxed, inspected, then shot peened. A set of eight Ross pistons and rings were wrist pinned and C-clipped to the small end of the connecting rods and then they were carefully slid into the cylinders and connected to the crankshaft.

A pair of Edelbrock 600cfm four-barrel carburetors distribute the air/fuel mixture evenly from the intake plenum into the runners and 690 cylinder head's intake ports. The burnt exhaust gasses exit into a pair of Hooker block-hugger long-tube headers that merge into a pair of Flowmaster mufflers. A McLeod multi two-disc clutch was bolted onto the 153-tooth flywheel that hooks up the power to the serious Lenco four-speed ST1200 style manual transmission, with a set of pull-pull sure-shift levers that are guaranteed to snap your neck with every shift.

Ronny found that body parts, especially moldings, grille, eyebrows, headlight bezels, and one-piece bumpers were hard to find. Also, when he found parts, they weren't cheap. Ronny trailerd the El Co over to Aero Finish in Wylie, where Marcus and Dewayne Spence spent many days and hours patching, straightening, filling, block-sanding, and smoothing the El Co's entire skin surface. After the body was prepped, it was then wiped down and sprayed with four coats of PPG Fire Mist Orange. After finding out how much factory stainless steel moldings would cost, Ronny had one of the best airbrush artists, Rodney Hutchinson at Total Kaos in Houston, Texas, airbrush some incredible three-dementional body molding and emblem graphics. The bed floor was covered in blonde Kaboom veneer, then received orange tint to match the body color.