Hello Forum Members,

I've been a member for a long time.

I purchased my 1963 Unibody from the original family back in 2004.

This truck was purchased new in Holly Hill South Carolina. In 1977, it was driven, by father & son from SC up to Delta Junction, Alaska when it had but 17,000 miles. Once there, the father gave it to his middle aged son. Father passed away in 1979. I managed to purchase it from the son in 2004 when he was about 65 years old.

When I purchased the truck it was still all original except for tires and engine fluids. It is a rust free truck, having been in the very dry northern climate and stored inside from the elements every winter while in Alaska, and while here on the east coast of Canada.

My plans, originally, were to install a 302 'Clevor' engine with an AOD, along with front suspension & brake upgrades, new wiring, etc.

Many years ago I sourced all the hard-to-find Clevor engine parts for an old-school build: Mexican block, NOS 302 crank, NOS 351C-2V heads, 289 rods, NOS TRW L2324 4.030" forged BOSS 302 pistons, NOS B&A Street Boss intake, and a bunch of other related parts.
Now that Edelbrock, and other companies have brought aluminum heads and intakes to this type of Cleveland, BOSS 302 & Clevor family of builds, I am re-thinking the old-school project.

Also, and with some growing interest in recent years, I am leaning toward the idea of a Cummins 4BT diesel with an automatic instead of the Clevor option.

My sons will have some input on this build since they want it to be a father-sons project going forward; once they are finished Community College and University later this year and start earning some of their own 'real' money.

I enjoy driving the old unibody and it gets its fair share of onlookers every summer where ever I take it. I think it gets as much attention in its original condition as if it were restored, which is a testament to the viewing public interest in these old slicks.

 

Seems a shame to cut up a survivor like that. Your call, but I never understood that. How about some more pics?

 

Interior photo including the 1968 Mustang bucket seats I added.
The factory bench seat frame was salvageable but I like the appearance package of the Custom Cab with the Ranger features such as bucket seats and console (if I can find a decent one).
http://cimg7.ibsrv.net/gimg/www.ford...62a9a8b329.jpg
http://cimg7.ibsrv.net/gimg/www.ford...62a9a8b329.jpg

 

The above is at world renowned Peggy's Cove light-house here in Nova Scotia, followed by a friends cottage location; followed by a shot from a local beach.

 

Found this original, brand new, license plate at a local car show flea market about 10 years ago. I was going to use it as a vanity plate for show purposes. I took it back to the registry of motor vehicles to see if they would allow for it to be reactivated. To my surprise, they are putting it under review since it is for a collector vehicle! That'd be a neat touch to have the longest surviving plate on a long running truck!

 

I haven't been seeing much activity on the Unibody forum.
Don't know if that,s a sign of the times or if there just aren't many of these body styles being found and worked on.
I do notice, however, that there are unibody pick-up's in back drops of TV programs such as Misfit Garage, KC's Paint Shop, Fast-N-Loud, Delmo's Speed Shop and Porterbuilt Fab for design purposes I believe, etc.

With the 4BT Cummins-automatic combination consideration, I haven't been 'sold' on one particular front suspension option that trumps all others as a replacement for the existing single I-Beam leaf spring front suspension from the factory(???)! There are more than a few options: PorterBuilt Fab, Fatman Fab, Industrial Chassis, Flat Out Engineering, Welder Series IFS, No Limit IFS, Ford's Crown Vic suspension to name some.


Anyone have any suggestions?

 

Wow, you have a really nice truck! I think you should cut up / customize another vehicle and keep this truck as is.

 

I understand the comments, and thank you for replies.

They're only original once, yes, I know that old adage.

I do lament what's the best way to proceed, however, since I have owned this truck (13+ years now) I have seen numerous Integral Cab (unibody) builds.

I have not seen one true-to-factory-original restoration on one of these unique trucks.
Lots of various restorations and onward to over-the-top custom builds which seems to be the norm for a typical unibody second life.

"Cut Up" my truck, heck no! Certainly not to the degree that it isn't a usable truck any longer, or it becomes a 'trailer queen.'
However, modernizing it enough to make it functional, and SAFE, for me and my family to drive it are a priority.
Better brakes (dual master cylinder with either vacuum assist or hydroboost, upgraded wiring, power steering, and a better more powerful engine (V8 or my preferred Cummins 4BT) and certainly and automatic transmission for my family.
I'm on the fence with touching the original paint ("patina") since the body is rock solid original. There's still hints of the factory original primer on the underside of the floor of the body.
I'd love to make a Cummins 4BT - automatic conversion look as if it were a factory install while keeping the truck true to its origins, except for the previously mentioned safety upgrades.

Time will tell I suppose.

 

Safe? You're not gonna make that thing safe, no way no how. With solid axle and leaf springs all the way around, they don't handle anything like modern trucks. No crumple zones, and nice hard steel dash. We won't talk about the steering column. In some ways you're better off keeping it more or less original, because then people aren't tempted to drive it like a modern vehicle.

 

Beautiful looking truck! I also have a 63 shortbed, not nearly in as good shape as yours though. Sounds like you’ve got a good direction to go in. Definitely ditch that single pot master.

It’s not a uni, but on Slick60’s Theastronaut had a beautifully done factory Resto of a 66. And I mean factory. No detail overlooked. Although the photobucket fiasco may have made it unviewable...

Personally I’d like to do a stock restore of my 63, but with some of the safety upgrades that you mentioned. At the end of the day you’re the one driving the truck, so might as well make it what you want

 

Yes, I have viewed "Theastronaut" Slick60's build thread of his 66 F100 and it is excellent inspiration.
He does a phenomenol job presenting his craftsmanship and his attention to detail.
I thank everyone who has taken time to chime in with ideas and reference to others build threads, much appreciated.
Thank you all.

 

FWIW, I love your truck just as it is. Back in the mid 70's my Dad had a 63 short uni like that, except it was white. Had the 6 cyl and 4 speed. I learned to drive in that truck, so I have a bit of a soft spot in my heart for them. Enjoy your project.

 

First off, you have a very beautiful truck!

Personally I wouldn't go with the 4BT in that truck.
I have a 4BT in the shop that I was going to install in my Bronco project, until I was around one that had a 4BT. My biggest compliant is they are noisy, I mean real noisy. And slow revving, they can be built of course to rev faster, but they are still noisy , heavy and smoky and according to my wife, smelly.

My wife wants me to sale the 4BT now that it is not going on the Bronco. I told her I'm saving it until I find the right vehicle for it. Maybe a rat rod of some sort, a flat bed F150 farm truck or maybe an older 40s vintage PU with a flat bed.

That's my suggestion, stick with a gas motor!

 

Hey there Tim Young (Post #13),
I whole heartedly agree with your comments!
I had a drive in a 2nd Gen Dakota pickup with a Turbo 4BT / ZF 5-Speed conversion.
I was indeed a noisy vibrating sucker with relatively slow spool-up, and it felt heavy but it was very cool and drew a lot of attention.
In an old truck like mine, it just seems that an older noisy vibrating diesel would fit with an old(er) patina farm truck type theme IMO... Should I go with a patina old-school farm-type throw-back look then the 4BT stays on my radar.

If I go towards an original looking street cruser then I am now leaning toward the 1970 460 BBF / C6 combo I have had for the past decades tucked away. It is a D0VE-A block, CJ Rods, D0VE-C Heads and updated internals.
The Clevor engine project would be unique, and I still have everything I collected for that engine, but it would never have the torque that the BBF engine has in its factory original condition - at almost 500 Lb-Ft factory rated.

I digress with these 3 choices but at least I currently have 2 of the 3 engines & transmissions (Clevor 302 / AOD or BBF 460 / C6) in my possession to choose from so that a good start.

Thanks for your input.