A 4×4 that caught a lot of attention at the 2024 4-Wheel Jamboree Fall Nationals in Indianapolis, Indiana, was Delbert Hamilton’s big-block-powered 1976 Ford F-100, which sits on 2.5-ton Rockwell axles. In addition to turning heads, it won a “Best Ford” award at the event. The backstory of this truck is fascinating, in part because it was Delbert’s daily driver for over a decade before being “retired” and rebuilt into the version you see here.

Delbert Hamilton’s big-block-powered 1976 Ford F-100 is a combination of parts from three model years of the F-series, along with an array of custom modifications. He spent over six years building the truck, with most of the work completed by him in his shop. Additionally, some of the parts for the build were purchased used to keep costs down.

“Retired” Daily Driver

Delbert hails from Milton, Kentucky, and has 40 years of off-roading experience on his resume. During that time, he has owned several 4x4s, including a Jeep Cherokee XJ and a heavily modified Ford Ranger. For 10 years, his daily driver was this 1976 Ford F-100, a truck he built using a Texas-sourced, rust-free F-100 body from a two-wheel-drive model mated to a 1978 Ford F-250 four-wheel-drive chassis. However, during its daily driver days, the truck didn’t look like this, nor did it have the current powerplant or axles. Those modifications came after he retired the truck from daily-driver status.

Why did Delbert choose a big-block engine? He says, “I like those old big-blocks – there’s no replacement for displacement.” He purchased the engine from a seller who was convinced it was a 460ci, when in fact it’s a 429ci mill. Delbert was pleased with the 429, so after the purchase, he completely rebuilt it before bolting it to the motor mounts.

Simple And Powerful Big-Block Engine

Under the hood is a rebuilt 429ci V8 big-block engine that Delbert purchased from a private seller. He disassembled the engine and sent it to Terrel Automotive Machine in Salem, Indiana, for the machine work. The completed engine is simple by today’s standards, yet powerful. It’s fitted with flat-top pistons and a high-rise, dual-plane Weiand Stealth intake. Bolted to the intake is a Holley 750 cfm four-barrel carburetor with vacuum secondaries and a manual choke. Exhaust gases are whisked away through a set of L&L Products fenderwell-exit headers with 3-inch collectors feeding dual exhaust. Other underhood equipment includes a Motorcraft distributor, a Ford F-250 radiator with a factory shroud, a mechanical fan, and an Optima YellowTop battery. It’s worth noting that the truck has functioning air conditioning to counter the hot Kentucky summers, and the engine is fitted with factory aluminum finned valve covers.

Similar to a Ford High-Boy, the NP205 transfer case is divorced from the transmission. In fact, the transfer case is bolted to an actual High-Boy rear cab mount/transfer case crossmember. With this setup, a driveshaft from the transmission feeds the transfer case input shaft, unlike in most 4x4s, where the transfer case is mated directly to the transmission.

Divorced Transfer Case On A Ford High-Boy Crossmember

Engine power is routed through a rebuilt C6 three-speed automatic transmission sourced from a two-wheel-drive 1977 Ford F-150. Why a two-wheel-drive transmission? Well, that’s because the truck has a divorced NP205 transfer case feeding 2.5-ton Rockwell axles. The transfer case is mounted to an authentic Ford High-Boy rear cab mount/transfer case crossmember. The truck’s trio of driveshafts was fabricated by Republic Diesel Driveshafts in Louisville, Kentucky. The 2.5-ton Rockwell axles were purchased used and are full-width units with stock internals and new seals. Delbert installed a Boyce Equipment & Parts 2.5 Ton Pinion Mount Disc Brake Kit on each axle, which includes a rotor, caliper, mounting plate, hood, and hardware. He reports that he is using the factory brake reservoir and proportioning valve, and the truck “stops on a dime.” He also fabricated and installed mounts on the axles for the shock absorbers and torque arms.

At one point during the truck’s life, it was fitted with a leaf-spring suspension and smaller axles. With that setup, Delbert says axlewrap was a problem. So, when he made plans for the 2.5-ton Rockwells, he also planned to install torque arms to help eliminate axlewrap. He added two arms per axle and equipped them with Heim joints at each end.

Torque Arms To Combat Axlewrap

Delbert says that torque arms were part of the suspension plan from the beginning. Before upgrading to the Rockwell axles, the truck exhibited axlewrap when it was fitted with a leaf-spring suspension, a Dana 44 front axle, and a Dana 60 rear axle. Consequently, Delbert knew that torque arms would be necessary with the heavier Rockwells. Thus, he fabricated and installed an axle mount for each torque arm, as well as a stout mounting assembly for the center mount of each arm. He says the mount assembly is made from thick-walled 1.5-inch-diameter DOM tubing and 0.250-inch-thick plate. Each torque arm is 1.5 inches in diameter and fitted with Heim joints at each end.

The 2.5-ton Rockwells have 6.72:1 gearing, which necessitated large tires. Delbert chose 49-inch tires, and to make them fit under the Ford, he added 16 inches of lift. The lift consists entirely of spring lift up front, with a combination of 10 inches of spring lift in the rear and a 6-inch lift block.

16 Inches Of Lift And 49-Inch Tires

The truck has a simple leaf-spring suspension sourced from National Spring. The front springs provide 16 inches of lift, while the rear springs generate 10 inches. Delbert says that at the time he was building his 1976 Ford F-100, 16-inch-lift rear springs were unavailable, so he welded in 6-inch lift blocks to level the truck. Why so much lift? Well, the answer, in part, is the large 49×21/16.5LT Interco IROK bias-ply tires. The 49-inch diameter was chosen to work in conjunction with the 6.72:1 gear ratio of the Rockwell axles. These tires are U.S.-made, have a directional tread pattern, and a maximum load capacity of 3,640 pounds per tire. Each tire is mounted on a custom Boyce Equipment & Parts 15-inch-wide steel wheel. For a unique touch, Delbert fitted each wheel with a hubcap from an “‘80s-ish F-350 or E-350.”

The truck’s eye-catching paint was sprayed on by Greg’s Paint & Body in Bedford, Kentucky. The bumpers, grille, and outside rear view mirrors are all factory-spec.

Stunning Paint And a Smooth, Painted Frame

Time had taken its toll on the truck’s body, so, prior to the new paint, an array of new 1976 Ford F-100 body parts from LMC Truck was installed. The list includes both front fenders, both doors, the tailgate, and the outside door handles. Additionally, Delbert installed a used hood. Once the new parts were installed, the truck was sent to Greg’s Paint & Body in Bedford, Kentucky, for prep and paint. The shop also painted the truck’s frame after Delbert worked his magic to smooth it. It’s worth noting that Delbert created the frame using the original 1978 Ford framerails and engine and transmission crossmembers, the High-Boy rear body mount/transfer case crossmember, and four custom crossmembers. The factory dual steel fuel tanks were replaced with a 19-gallon polyethylene tank, specifically because it eliminates the corrosion that is common with steel tanks.

Interior Is Better Than New

Inside, the 1976 Ford F-100 is restored to perfect condition, and it’s like a time capsule from the ‘70s. It features the factory gauges, a steering wheel pirated from a 1979 Bronco, and a tilt steering column from a 1978 F-250. The original seats have been reupholstered with a leather and cloth combination, and the metal on the dashboard has been color-matched with the truck’s exterior color. Additionally, the interior door panels, kick panels, carpet, and rubber door seals are all new pieces from LMC Truck. Rising from the transmission tunnel is the good ‘ol factory transfer case lever. Delbert also upgraded the truck’s audio system with an aftermarket head unit and speakers.

The Bottom Line

Nowadays, the retired Ford is primarily used for cruising and shows. In the end, Delbert is happy with how the truck turned out after its six-year build. He says his favorite modification on the truck is the big-block engine. “I like them ‘ol big-blocks – there’s no replacement for displacement,” he says. He’s less of a fan of the exhaust system, “because I can see it.” Overall, Delbert created a fitting tribute to a truck that served him well during the daily grind for over 10 years. If you’re at a 4-Wheel Jamboree Nationals event, keep an eye out, you may see the towering Ford.

About 2.5-Ton Rockwell Axles

Rockwell axles come from 2.5-ton 6×6 military trucks, and they can take a heckuva pounding. Because 2.5-ton Rockwell rear axles are fitted with dual wheels, they are built narrower than the front axles. Weight-wise, a complete front 2.5-ton Rockwell is said to weigh approximately 640 pounds (a rear 2.5-ton Rockwell is a bit lighter because it lacks steering components). For comparison, a complete Dana 60 axle weighs approximately 505 pounds, and a complete Dana 44 tips the scale at approximately 240 pounds.

If you’re considering fitting your 4×4 with 2.5-ton Rockwell axles, you’ll need to account for the weight increase and possibly amend things like your rig’s suspension and transfer case. If you want to keep the factory 6.72 gearing, prepare to fit at least a 44-inch tire to compensate. However, Ouverson USA offers a 4.90:1 gearset, which can provide some tire size options. It’s also worth noting that the company offers a variety of products for 2.5-ton Rockwell axles, including differential lockers and upgraded axleshafts.

Complete 2.5-ton Rockwell axle assemblies can be purchased from companies like Boyce Equipment & Parts and Red Barn Customs.

Photos by Jeff Luckey and Delbert Hamilton