Lynn Schoonover from Riverside, California, had been involved in building custom early model classics, and street rods for the past 54 years and came across a project '56 F-100 that was started but never completed by Mike Vandenberg. Due to illness, Mike couldn't wrap-up the Effie and sold it. Lynn was eager to recreate a dream he'd had for years and with his 4,000 sq. ft. shop conveniently located behind his spacious home he was able to build two men's dream truck.
The factory frame received a Plymouth Volare front clip with torsion bar suspension, Bilstein gas filled shocks, and disc brakes. The power brake booster is mounted underneath the cab floor. A pair of 18x8-inch American Racing Torque Thrust II polished aluminum wheels roll with Toyo Proxes T1-S 255/35R18 tires. To allow ample rear suspension travel, the rear framerails were C-notched. The rear suspension ride height was achieved by de-arching the leaf springs and inserting 2-inch lowering blocks. A pair of Bilstein gas-filled shocks dampen the rear suspension. A Ford 9-inch rearend was stuffed with new axle bearings, 3:55 Richmond gears, and a posi-unit to keep the power spinning both wheels.
The F-100's mega power comes from a true Ford 428ci V-8 Cobra Jet that was removed from a '69 Mustang. The engine was disassembled, cleaned, and machined. Then the engine was reassembled with all new internal and external performance components. A pair of 650-cfm Holley carburetors make sure the BDS 6-71 supercharger is not under-nourished as it force-feeds the mighty Cobra Jet. A pair of Hooker 17/8-inch ceramic-coated headers merge into 3-inch collectors and exhaust that flow into a pair of Flowmaster mufflers. An aluminum Griffin radiator with a 16-inch electric fan maintains a cool engine operating temperature during those hot summer nights. A Ford HEI system provides plenty of electric juices that travel through the Taylor 8mm ignition wires to their designated spark plugs. The Ford C6 three-speed automatic transmission received serious attention from the specialists at Art Carr Cal Performance. They installed all new internal clutches, bands, sprags, gears and servo. The C6 valvebody was also modified while a shift kit was included developing firmer shifts. A new 2,200 stall HD torque converter was slid onto the splines of the C6 input shaft.