Technical Specifications:

I purchased this 1973 Ranchero GT in March 2007 to replace my '73 Ranchero 500 (which had been rear-ended while parked on the street and totally destroyed!) I found it on the internet on a small used car lot in San Jose, CA. The dealer had bought it at an auction in Las Vegas; it was originally sold by Pacific Auto Sales in Long Beach, California.

I swapped out the drivetrain, exhaust, wheels, interior and everything else I could unbolt from my destroyed Ranchero 500 during the summer of 2007, then built the 393 stroker and C6 tranny for it.

It was quite a mess when I first saw it-not fit to drive; the brake booster was leaking, it wouldn't idle any more, it had orange cloth seats, duct tape arm rests, a tired old non-original 351 Cleveland 2 Bbl engine, old-school 14" aluminum slotted mags and tires that didn't match; but it was orange and I like orange so I made a deal and bought it for less than the advertised price.

The car was originally 2B-bright red, but it was already orange when I bought; I repainted it in early 2010, it's "Prophet Orange" in base coat/clear coat with gold pearl "ghost flames" on the hood and front fenders.

I don't have any of the original paperwork, but I did find the original build sheet under the carpet. The original engine was a "Q" code 351 Cleveland 4 barrel 248 HP, with a C6 automatic and a non-posi 9" rearend with 3.25:1 gears.

Still a few more things to fix (always), like the A.C. system and an AOD tranny to build & install, and maybe a new converter and camshaft yet (still looking for that 'perfect' combination).

I drive it everyday in the summer, and attend the street legal drags at my local dragstrip in Mission, BC.

Featured Ride:	1973 Ford Ranchero GT
Engine:	Coast High Performance 393 Cubic Inch Cleveland Stroker
Short Block:	1973 Cleveland 351 2 barrel/2 bolt block, bored 0.030" over, decked & line-honed, ARP main bearing cap studs, Clevite cam bearings, no oil system mods; Moroso windage tray, Melling stock-volume oil pump, ARP cro-moly oil pump driveshaft, stock Ford 6 quart steel oil pan with baffles added
Rotating Assembly:	Coast High Performance stroker kit with Scat cast steel 3.85" stroker crank, Scat i-beam rods w/ARP bolts, Probe forged flat top pistons w/-16cc dish, light weight cro-moly wrist pins, Federal Mogul moly rings, Clevite bearings, B&M flexplate, Pro-Form crank damper, dynamically balanced (no mallory required)
Heads:	Ported Ford 351C 4V closed chamber iron heads with Manley SS 2.19/1.72" valves, 66cc chambers, ARP head studs, bronze valve guides, teflon valve seals, stock steel Ford valve covers
Valvetrain:	Currently I have a custom grind CompCams hydraulic roller cam with 224/230 duration and .572/.584" lift @ 0.050", 110' LSA, 110" ICL; CC retro-fit hydraulic rollers and intake valley spider, CC #924 dual valve springs w/steel retainers and locks, CC Ultra Magnum 1.72:1 roller rockers, CC guideplates, CC oil restricting hardened 5/16" pushrods
Induction:	Edelbrock RPM AirGap aluminum dual plane intake, Barry Grant Speed Demon 750 carb, 13 inch open air cleaner, and Hooker Competition 1 7/8" headers with 2 1/2" collectors
The small stuff:	Ford distributor with vaccum advance, re-curved with lightweight springs, Pertronix Ignitor III digital ignition module and hi-voltage Pertronix coil, Motorcraft 7mm wires and Autolite 24 spark plugs, PowerMaster hi-torq starter, Motorcraft 600 CCA battery, Motorcraft 60 amp alternator; FelPro gaskets and ARP 12 point black oxide fasteners.
Transmission:	Ford C-6 3 speed automatic installed currently, rebuilt with Hi-performance parts including: wide-ratio 1st-2nd gear E4OD six-pinion planetary gear set, TCS kevlar intermediate band, Ford S servo, B&M shift improver kit, stock steel oil pan, and a TCS Products (the CANADIAN company) 11" Pro Street stall torq converter that stalls @ 3500rpm, green stripe modulator; custom 3.5 inch cro-moly driveshaft with Lakewood 1330 u-joints
Front brakes:	Stock Ford disc brakes with 10.7 slotted & drilled rotors & single piston Ford cast iron calipers, Bendix semi-metallic pads, Russell braided steel lines; (having trouble finding oversize front rotors & calipers to fit)
Front Suspension:	Stock Ford upper & lower control arms with Energy Suspension bushings, stock Ford small block coil springs {1/2 coil cut off}, Monroe HD 'police car' gas shocks, 1.25" sway bar with Energy Suspension poly bushings & end links
Front Suspension:	Stock Ford upper & lower control arms with Energy Suspension bushings, stock Ford small block coil springs {1/2 coil cut off}, Monroe HD 'police car' gas shocks, 1.25" sway bar with Energy Suspension poly bushings & end links
Rear Suspension:	Stock Ford 4-bar unequal-length trailing arms with Energy Suspension bushings, stock Ford coil springs & Monroe HD 'police car' gas shocks, no sway bar; Ford 9" posi rearend, 28 spline stock axles, 3.70:1 gears currently
Rear Brakes:	Stock Ford big drum brakes with 11x2.5" pads and stock wheel cylinders, rubber brake lines.
Exhaust:	Custom built 2 1/2" dual exhaust, with Magnaflow X-pipe & Magnaflow 5x9x18 stainless mufflers exiting behind the rear wheels.
Front wheels:	Coy's C-5 wheels, polished, 18x7, 4" back spacing, with 225/40-ZR18 Nexen 3000 tires
Rear wheels:	Coy's C-5 wheels, polished, 20x8.5, 5" back spacing, with 255/35-ZR20 Nexen 3000 tires