Bob Peterson’s love for cars goes back to his very first, a ’55 Chevy two-door hardtop that he bought in 1965. “It’s been non-stop ever since,” he says.

When the time came to build a shop truck for his business, CON2R, Bob reflected back to the summer of ’64 when he took a trip to Alaska in his uncle’s then-new F-100. Seems an old photograph was all it took to kick-start those recollections and soon Bob saw the potential in the old pickup’s basic body style. Shortly thereafter, Bob found a ’64 in Palm Springs, California, where it had been “retired” from its starring role as a prop at a restaurant and was sitting in a driveway getting badly sunburned.

It wasn’t long before the truck made the trek north to Beaverton, Oregon, home of Bob and his wife Bonnie, along with the crew at CON2R. They proceeded to tear into the old Ford, but before long, things started getting out of control. The old case of “well, as long as we’re doing this, we might as well do that” kicked in and soon Bob, with the help of Mark Rennacker and Gary Kintz, started the ball rolling on turning a simple, reliable shop truck into a full-stop, show-quality vehicle.

Any good build starts with a solid foundation, and for that the CON2R crew slid out the stock Ford frame, boxing the ’rails, C-notching the rear kickup, and bobbing the frame horns, front and rear in the process. Out back, the original Ford 9-inch rear was retained, hung off a set of four-bars with a Quickor sway bar to keep the back end planted and a Panhard bar to keep it from wandering. Coilover shocks with “helper” airbags smooth out the bumps and allow Bob to haul heavier loads if the need arises, while 12-inch disc brakes provide plenty of stopping power. A custom-fabricated steel gas tank keeps the rear tires sticking to the ground thanks to its 20-gallon capacity, relocated from inside the cab to under the bed. Up front, the guys went with a Heidts Mustang II-style IFS setup with power rack-and-pinion steering, coilover shocks, and big 13-inch disc brakes actuated via a Classic Performance Products master cylinder. Michelin tires, 235/50R17s up front and 275/45R18s out back, were wrapped around polished KMC Nova wheels to provide the rolling stock.

Of course, any good Ford worth its salt must be similarly powered, right? For that end, Bob and the gang dropped in a 302 V-8 from a ’91 Lincoln, worked over by B&M Engine Service in Portland, Oregon. It was then wrapped in chromed and polished accessories, before being topped off with a Mass Flow EFI system, providing the all-important reliability aspect that was at the top of their original list of goals. A Cooling Components electric fan ensures proper airflow through the stock Ford radiator at all times while the Sanderson Mustang Shorty headers ensure the hot air gets expelled out the custom 2½-inch exhaust via Raptor turbo-style mufflers. A Lincoln AOD of similar vintage gives Bob plenty of highway gear to keep the motor from winding too high.

With the drivetrain complete, the guys then turned their attention to the sheetmetal, where things started to get interesting. Jon Crew and Mark Rennacker began by removing 2½ inches from the rear of the cab and 3 inches up front, giving it a nice mild chop. While working on the roof, the crew also opted to shave and fill the driprails before setting their sights a little lower where the cowl vents were also filled. The hood was smoothed out as well, with the center peak lengthened and the front air vents deleted for good measure. The front fenders were also shaved and the lower corners coved to clear the sectioned and narrowed front bumper, which flanks a custom fab’d roll pan. A new grille was built using two originals with the turn signals removed and relocated in the headlights. The headlights themselves were modified as well by trimming the rings ¾ inch and modifying the cans to move the headlights back into the grille.