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1962 Ford F100 Western Rocket

Django

Jason Sands
Apr 7, 2017
Photographers: Jason Sands
It's not often you see something that makes you stop dead in your tracks, but that's exactly what happened when we first laid eyes on Weaver Customs’ ’62 Ford F-100. Affectionately named Django, the Cummins-swapped beauty is unlike anything we've ever seen. We didn't expect to see an award-winning, show-quality build at a diesel event, but there it was—complete with a 1,000hp compound-turbocharged 5.9L Cummins powerplant.
The ’62 is the work of Randy Weaver, who specializes in all-steel, high-end builds. After becoming bored with the routine monotony of building roadsters, Randy decided to create a custom truck instead. Since Randy lives and works in West Jordan, Utah, he's nearly dead-center in the state’s diesel scene. For Randy (and most of us), it just makes good sense that trucks have diesel engines, so he decided his newest creation would be diesel-powered.
Photo 2/25   |   The engine bay in Randy Weaver's Django creation is unlike any we've ever seen. One part street-rod smooth and two parts diesel-powered mayhem, the 1,000hp 5.9L Cummins engine looks oh-so-right in the vintage Ford F-100. Nitrous oxide adds even more power, mind you.
The reason Django stands apart from other show vehicles is because it has an engine that Randy built himself, and that powerplant—a ’95 5.9L Cummins—packs massive amounts of horsepower. The engine’s bottom end features a main girdle that's tied together with ARP studs, while a stock crankshaft swings a set of shot-peened 12-valve rods and Mahle pistons. Randy also fitted the Cummins with a 188/220-degree–duration camshaft from Hamilton Cams and a fire-ringed cylinder head that was “ported to within an inch of its life,” Randy says.
Photo 3/25   |   Randy didn't skimp when it came to turbochargers. The BorgWarner S400/S500 compound creation features a 91mm turbo as the atmospheric ’charger, mounted right at the front of the engine bay for all to see.
The top end of the engine is no less impressive than the short-block. The injection pump was sent off to Goff Diesel Injection in Murray, Utah, for the full upgrade treatment, which includes 13mm plungers, 5,000-rpm governor springs, and fully cut delivery valves. The monster P-pump is fed by a FASS fuel system, and it sends fuel through oversize lines to 5x0.018-inch injectors, also from Goff. The turbo setup starts with a Steed Speed exhaust manifold that directs exhaust into a huge 75mm BorgWarner S400 high-pressure ’charger, getting atmospheric air from an even larger 91mm S500. The charge passes through a modified Mishimoto intercooler and into a one-of-a-kind individual-runner intake manifold. If that's not enough, Randy also built his own fogger-style nitrous-oxide system—one of the first we've seen on a diesel.
Photo 4/25   |   The 75mm high-pressure turbocharger rests on a steel Steed Speed exhaust manifold that fits perfectly with the truck’s smoothed theme. Together, both snails create nearly 90 psi of boost that’s funneled through mandrel-bent pipes to a custom intake manifold.
Randy uses a tried-and-true Dodge 47RH four-speed automatic transmission built by Intermountain Transmission, as he’s found it’s the only automatic up to the task of supporting his rig’s big output. The final components that help put the power on the ground are a narrowed Ford 9-inch rearend, which is fitted with a Detroit Locker, big axles, and huge Wilwood brakes.
With the powertrain completed, Randy spent nearly a year constructing a chassis and modifying the body. He always wanted to build a tubbed truck, so he stuffed a complete square-tube frame under the unibody Ford. The chassis incorporates a narrowed rear four-link section that clears massive tires. The front suspension is an IFS design with a custom sway bar that is beefed up for the weight of the heavy Cummins engine.
While the tube chassis is an excellent example of Randy's fabrication skills, the one-off body is simply out of this world. Not one body panel is left unmodified. The fenders are moved out and fitted with custom air scoops, the cab is chopped, and the windshield has been laid back. The bed received some of the most extensive modifications, shortened and widened, with an integrated tailgate and custom wheel tubs. The front bumper is a creation straight from Randy's mind, and a diffuser serves as the rear bumper, giving the F-100 a unique, race-inspired look.
Photo 5/25   |   Some of the most detailed work went into the truck’s front fascia, where the fenders are extended and fitted with air scoops. The front bumper and grille are also custom pieces Randy himself built.
After the last bolt was tightened, it was time for Randy to reveal his creation to the world. Winning an Outstanding Engineering award at the Salt Lake Autorama, Grand Marshall award at Barrett-Jackson, and Celebrity's Choice and Best Special Interest awards at Hot August Nights, Randy’s truck was clearly well received. What's amazing is you can walk around it 10 times and see something different on every lap. While we have no trophy to give him, we can definitely say Randy’s truck is one of the cleanest, nicest, and best-engineered diesel-powered rigs ever built.

Year/Make/Model: ’62 Ford F-100

Owner: Randy Weaver
Odometer: 1,000 miles
Hometown: West Jordan, Utah
Engine: ’95 5.9L Cummins I-6, main girdle; ARP main studs and rod bolts; Mahle pistons; Hamilton Cams 188/220-degree (duration) camshaft; fire-ringed, ported, and polished cylinder head; ARP head studs
Fuel: FASS 220-gph lift pump, Goff Diesel Injection 13mm P-pump with full-cut delivery valves and 5,000-rpm governor springs, 5x.018-inch injectors, Attitude Performance Products’ The Adjuster
Air: Weaver Customs compound-turbocharger system with 75mm and 91mm BorgWarner turbos, Steed Speed exhaust manifold with Synapse Engineering wastegate, Weaver Customs intake manifold, nitrous-oxide system, modified Mishimoto intercooler
Exhaust: 4-inch downpipe, dual exhaust, Flowmaster Outlaw Series mufflers into twin 5-inch turnouts
Transmission: Dodge 47RH four-speed automatic transmission built by Intermountain Transmission, manual valvebody, billet input and intermediate shafts, and a triple-disc torque converter
Axle: Narrowed Ford 9-inch with 3.55 gears, Detroit Locker
Power: 1,000 hp
Torque: 1,950 lb-ft
Tires: 245/25R20 Pirelli P Zero (front); 405/25R24 Pirelli P Zero (rear)
Wheels: 20x8.5 Boze Force (front); 24x15 (rear)
Suspension: Weaver Customs’ square-tube frame, four-link suspension with RideTech coil-over shocks (rear); IFS front suspension with custom sway bar and Wilwood disc brakes (front)
Body: Chopped top; windshield laid back; smoothed, shortened, widened, and tubbed bed; integrated tailgate; custom rear diffuser; front bumper; grille; modified front fenders with air scoops; all latches and lights smoothed and shaved; leather hood straps; suicide doors with leather straps and hidden openers
Interior: JS Custom Interiors distressed Italian leather interior, Dakota Digital gauges, Weaver Customs’ steel dash, B&M shifter, custom center console with Colt revolver
Fun Fact: Django has drawn a lot of attention in the custom car world. In fact, it sold for the hefty sum of $115,500!
Photo 6/25   |   And more on that intake plenum. It’s one of the engine’s most unique features. Built in-house by Randy, it features a runner for each cylinder, as well as a hard-line, fogger-style nitrous system that adds an additional 500 hp when activated.
Photo 7/25   |   Randy went the old-school route and selected a mechanical 12-valve 5.9L Cummins for power. Old doesn't mean slow, however, as the fuel system received extensive upgrades, such as this 13mm injection pump from Goff Diesel Injection.
Photo 8/25   |   The old Ford has plenty of frontal area, which means there’s more than enough room for a diesel cooling system that is up to the task of keeping engine temperature in check. An oversized aluminum radiator sits at the front of the truck, along with twin electric fans.
Photo 9/25   |   With engine speeds approaching 5,000 rpm, sometimes a little exhaust pressure needs to be diverted. A Synapse Engineering wastegate does the job, nestled between the custom valve cover and turbo piping.
Photo 10/25   |   The braking system on the ’62 is completely updated, with four Wilwood disc brakes and a small Wilwood master cylinder that provides clearance around the custom intake manifold.
Photo 11/25   |   A modified Mishimoto intercooler is mounted facing the breeze, helping cool the intake charge created by the big turbos. With a big radiator behind it and the large turbo to the side, there’s a lot going on in the front end of this truck.
Photo 12/25   |   Instead of hood pins, Randy uses these leather straps to secure the hood when the truck is at speed. A matching set is mounted inside and is used to open the driver and passenger doors.
Photo 13/25   |   Two of the few modern styling cues that made it onto the ’62 Ford F-100 are the custom emblems. Patterned after modern Ford Super Duty badges, they're sandwiched between the front fenders and hood.
Photo 14/25   |   The bed is as highly modified as the rest of the body—if not more so. The huge wheel tubs allow for Pro Street–style tires, and the entire bed is shortened, widened, and smoothed—and features an integrated tailgate.
Photo 15/25   |   If there’s one piece that represents a great example of Randy's fabrication skills, we say the wild rear bumper with diffuser does a pretty good job of doing it.
Photo 16/25   |   Randy had JS Custom Interior stitch up the one-off distressed Italian leather interior, which reminds us more of a show car than almost anything else on the truck.
Photo 17/25   |   With a name like Django and a Western theme, it was natural for Randy to give the F-100 a little extra firepower in the form of a Colt revolver mounted in the center console. The B&M Racing grip for the manually shifted 47RH four-speed automatic transmission is also surrounded by leather.
Photo 18/25   |   Controls for a Vintage Air A/C system are incorporated into the center console, as well as diesel-specific gauges like boost, fuel pressure, and exhaust gas temperature by Dakota Digital.
Photo 19/25   |   From the side, it's hard to tell just how wide the ultra-low-profile tires (mounted on 24x15 Boze wheels) really are. The big Pirellis are nearly 16 inches wide!
Photo 20/25   |   Up front are 20-inch Boze wheels, along with two 245/25R20 tires. The brakes in the front are similarly massive, measuring in at a whopping 14 inches in size.
Photo 21/25   |   A fabricated 9-inch rearend based on the venerable Ford design is one of the few axles that will handle the power. The rear rides on RideTech coil-overs, suspended by a four-link rear suspension built by Randy.

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