Ford FR100 Concept
Years 2002
Drivetrain Front / Rear
Engine 5.0L Naturally Aspirated v 8
Power 430hp (320.8kW) @ 6700 rpm
370lb-ft (499.5Nm) @ 4000 rpm


LAS VEGAS, Nov. 5, 2002 - Calling it “the perfect project to follow our FR500 Mustang and FR200 Focus efforts,” Ford Racing Technology unveiled its FR100 concept at the Specialty Equipment Manufacturers Association (SEMA) show. The FR100 is a vintage 1953 F-Series pickup with a modern modular V-8 engine that melds Ford’s heritage in pickup trucks with today’s performance and advanced powertrain technologies.

“We wanted to package our new 5.0-liter Cammer crate engine in a living, breathing vehicle that can be seen and driven in order to provide an accurate look at the performance potential engineered into the new parts,” said Dan Davis, director Ford Racing Technology (FRT). “We picked a vintage Ford truck as the showcase because it’s both eye-catching and something any enthusiast can relate to. A lot of customers build hot-rod trucks, so we felt that building up a ’53 with modern performance and technology was the perfect project.”

Based on an original 1953 F-100, the truck was transformed into the FR100 with contemporary design touches. The foundation of FRT’s hot new 5.0-liter Cammer crate engine is the Ford SVT Mustang Cobra 4.6-liter 4-valve engine. However, the crate version has several unique qualities and components.

Key differences include larger cylinders for five liters of displacement, forged pistons, an 11.0:1 compression ratio, ported heads, higher-lift cams, beehive-shaped valve springs, higher-flow fuel injectors, and a magnesium variable geometry intake manifold.

According to Ford Racing Technology engine engineer, Andy Schwartz, “The 5.0-liter 4-valve delivers a healthy 425-430 horsepower at 6700 rpm. The torque curve peaks with 370 foot-pounds at 4000 rpm.”

Ford Racing has created one of the most technologically advanced crate engines ever manufactured. Then the package was taken one step further by manufacturing the 4.6-liter 4-valve modular wiring harness to make the crate engine as retrofit-friendly as possible for vintage Mustangs, street rods or classic truck projects.

Six parts numbers cover varying battery and computer mounting locations, as well as include optional circuits for air conditioning and electric cooling fans.

The project began when Ford Racing personnel obtained two well preserved ’53 F-100s. The first order of business was to see how many of the original parts could be used to accommodate the intended modifications.

At project headquarters, McLaren Performance Technologies in Livonia, Mich., the donor trucks were promptly disassembled. Front frame rail spacing was similar to the current Mustang, so the independent, unequal-length-control-arm front suspension system from the FR500 Mustang project was grafted in after McLaren fabricated a new custom frame. A modified Mustang Cobra Independent Rear Suspension (IRS) now takes the place of the original F-100 solid rear axle. While the powertrain was being assembled, extensive body modifications were undertaken. The art of this procedure was to preserve the look and feel of the original truck. Even though every major panel except the hood and doors are extensively altered (the cab was extended by 6 inches and the bed shortened), the finished piece reflects the harmony of shape and style instilled by Ford designers half a century ago.

Inside, a custom roll cage was built for passenger protection and to serve as a secure mounting point for various components. The classic truck then received all of the modern amenities: Mustang tilt column, Vintage Air air conditioning, Ford Racing gauges, Kugel Komponents pedal assembly, reupholstered Ford Ranger seats, Harman/Becker TrafficPro II stereo/CD/navigation system, Sirius Satellite Radio and Infinity speakers.

Once the interior was plotted out, the powertrain was added. Backing the Cammer crate engine are custom headers and a dual-exhaust system with two catalysts, a Cobra radiator, a Tremec T56 6-speed manual with a prototype Ford Racing/Centerforce clutch and a custom aluminum-metal-matrix drive shaft. Brembo disc brakes were added at each corner to stop the 18-inch BBS wheels and Goodyear Eagle F1 Supercar tires.

During recent preliminary testing at Grattan Raceway in Michigan, the FR100 circulated the 10 turn, 2.0-mile road course at an average time only two seconds slower than the Mustang FR500. The truck then went back to McLaren for complete disassembly in preparation for paint. Sikkens two-part urethane in a tasteful charcoal-silver tone coated all the chassis parts, while a special Ford Racing Silver formulation by DuPont was selected for body panels. The second truck, scheduled for finishing after SEMA, will wear a drastically and dramatically different paint scheme, which won’t be revealed until sometime in February 2003.

Like other Ford Racing project vehicles, the FR100 is greater than the sum of its parts. Blending a traditional appearance with state-of-the-art technology is no mean feat, but the FR100 pulls off the task convincingly.


Under the hood

5.0L Cammer crate engine
High-flow 4-valve cylinder heads
Variable geometry magnesium intake manifold
80mm mass air sensor
70mm dual-bore throttle body
Ford Racing modular wiring harness
Cobra radiator
Custom stainless-steel tubular headers

Estimated performance

425 horsepower @ 6700 rpm
370 lb-ft torque @ 4000 rpm


Tremec T56 six-speed transmission
Custom Ford Racing short-throw shifter
Hurst shift lever
Centerforce clutch disc
Prototype Ford Racing/Centerforce pressure plate
Lincoln LS hydraulic clutch cylinder
Metal matrix composite driveshaft
Torsen limited-slip differential
4.10:1 axle ratio, 8.8-inch ring gear


Cab extended 6 inches
Bed shortened 6 inches
All seams and stake pockets filled and smoothed
Fuel filler neck deleted and filled
New hardwood bed panels
Tubbed rear wheel wells
Logo-stamped tailgate
Fabricated rear pan below tailgate
Custom-blended DuPont silver paint
Various Dennis Carpenter Ford Reproductions OE-spec replacement parts:
Lower radiator grille panel
Tailgate assembly
1953 standard steel grille
Hood hinge assembly
Rear bed runner
Front box panel
Front fender


Custom chromoly roll cage
Modified floor pan
Reupholstered Ranger production seats
Ford Racing Mustang steering wheel
2001 Mustang steering column
Ford Racing Masterpiece Gauges
Ford Racing Tach Driver
Harmon/Becker TrafficPro II Radio/CD/Navigation System
Infinity Electro-Dynamic Planner Loudspeakers (five)
Infinity Single Voice Coil high-power/low-frequency drivers (two)
Infinity seven-channel, 385-watt amplifier with Dynamic Spatial Enhancement (DSE) circuitry and Speed Dependent Equalization.
Sirius Satellite Radio
Vintage Air Ford F-100 Gen-II Sure Fit System
Vintage Air Slyder Series louvers
Vintage Air Streamline Pro Panel A/C control panel
Kugel Komponents 90° Swing Pedal Brake Assembly


Custom frame ATL Super Cell 200 22-gallon fuel cell
FR500 short/long arm independent front suspension
Modified SVT Cobra independent rear suspension
Sikkens charcoal-silver urethane paint
Brembo disc brakes: cross-drilled rotors (14-inch front, 13-inch rear), four-piston calipers
BBS three-piece wheels: 18x10 front, 18x11 rear
Goodyear Eagle F1 Supercar tires: 275/40ZR18 front, 315/40ZR18 rear

Source: Ford Media

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Other Ford's: F-150 Foose Edition , F-150 SVT Raptor , F150 SVT Lightning Concept , FR100 Panel Truck '53 Concept , Lightning F-150 , Lightning Rod Concept , Model A Roadster Pickup , Ranger STX Concept , Sport Trac Adrenaline Concept , SVT Lightning , SVT Lightning Bolt Ranger Prototype , Transit Supervan 3 ,
Other 2002's: No Class Racing Ford F-150 LSR , Mitsubishi Pajero Evolution 2+2 Concept , Shaun Palmer's Pikes Peak Unlimited GMC Syclone , Chevrolet TrailBlazer Twin-Turbo Concept ,
"We're going road racing in a truck. That's so wrong." - Gale Banks