1957-'60 Ford F-100 Buyers Guide

Call it a classic case of middle-child syndrome. On one side sits the 1953-’56 F-Series, which includes the short, ½-ton F-100—a pickup beloved by collectors and hot rodders alike for its voluptuous 1950s curves. On the other, the trim and taut-looking 1961-’66 F-Series. It introduced the quirky ’61-’63“unibody” design that seemed like a misstep back in the day, but later became a darling among vintage-truck fans. That series also saw the rollout of Ford’s unique Twin-I-Beam independent front suspension in ’65—a cool hallmark of the breed and a Dearborn two-wheel-drive mainstay for more than 50 years.

So what of these 1957-’60 trucks? Well, we think their blocky, chunky styling has come of age in the big-rig-styled light truck era. They’re mechanically simple, so making one run and drive reliably is relatively easy and can be fairly inexpensive. They’re also a blank slate for customization—something the aftermarket suspension and accessory companies have known for years. If you haven’t checked the values of these trucks in a while, though, you might be in for a surprise. Prices have been on the march and, while deals on project trucks or driver-quality examples are out there for less than $10,000, a nicer F-100 of this vintage can range anywhere from $17,000-$18,000 on the low end up to nearly $50,000 on the high end.

Factory four-wheel drive arrived for 1959

Technologically, these trucks had a lot in common with earlier Ford haulers, but a cosmetic redo made them look like a departure from all previous series. A wide clamshell hood capped the front fenders—rather than fitting between them—and there were steps mounted inside the cab that smoothed out the profile. Out back, there was a new higher-capacity “Styleside” box, available with a steel floor and slab sides, in 6.5-foot or 8-foot lengths. The traditional Flareside, with its bolted-on fenders and wood floor, was still on tap, but the more modern Styleside was standard rather than an extra-cost option.

Inside, suspended brake and clutch pedals swung over a beefier floorpan stamped from 18-gauge steel. This pan formed the foundation for what Ford claimed was the “… strongest, sturdiest Light Duty Cab ever to wear Ford badges.”

The Flareside box was offered in 6.5- and 8-foot lengths.

The F-100’s base offerings were spartan by today’s standards: windshield wipers, hubcaps, interior rearview mirror, a horn, spare tire and jack, as well as a driver’s-side sun visor. If a buyer stepped up to the Custom Cab F-100, Dearborn sprung for two sun visors, an insulated headliner, a dome lamp, a pair of door-mounted armrests, interior sound insulation, and a more comfortable seat. The Custom Cab also boasted bright exterior trim and special Custom Cab badging, as well as exterior door locks on both the driver’s and passenger’s sides. Among the options was a wraparound rear window for better rearward visibility, an in-dash transistor radio, chrome bumpers, a heater and windshield defroster, windshield washers, turn signals, a cigar lighter, and a side-mounted spare tire. For 1958, the F-100 was updated with a new grille and quad headlamps, as well as revised hubcaps and badging. For 1959, a new hood design with a mesh air intake led the charge. There was also a beefed-up interior cab step, new upholstery, and a dome lamp. The F-100’s rear crossmembers were also strengthened, some frame gussets were added, and factory four-wheel drive was available for the first time on the 1959 F-100 (as well as the F-250).

For the final run before the 1961 redesign, the 1960 F-100 sported a new grille, and the parking lamps were integrated into the surround. A pair of slotted nostrils were punched into the front edge of the hood, and the Ford gear-and-lightning hood insignia replaced the 1959’s F-O-R-D letters. Subtle changes included revised door locks, improved weatherstripping, interior coat hooks, new seat upholstery, and a more powerful optional cab heater.

Perhaps it’s the popularity of vintage light trucks in general these days that’s driving up interest in Ford’s 1957-’60 pickups, or maybe the middle child is finally getting its due. In any event, now is still a great time to buy one of these easy to own, easy to maintain haulers. If you’re in the market, here are some points to consider.

Both of these ’60 F-100s are powered by the “Y-block” 292 V-8. It’s a legendary Ford engine with a following and support that’s still very strong in the 21st century. These pickups were also outfitted with hydraulically assisted clutches, hence the two master cylinders on the firewall, an advanced feature on light trucks then.

Engine and Transmission

The 1957 F-100 could be powered by Ford’s 223-cu.in. straight-six, rated at 139 horsepower and 207 lb-ft of torque, or the 272-cu.in. V-8, rated at 171 hp and 260 lb-ft of torque. Once buyers selected an engine, they could choose among three-and four-speed manual transmissions, as well as a three-speed automatic.

For 1958, the 272 was given a horsepower boost, then replaced later in the model year with the 292-cu.in. V-8. Under the hoods of the 1960 F-100s, the 223-cu.in. straight-six and 292-cu.in. V-8 engines were outfitted with rocker covers and gaskets said to be less prone to leaking, improved cooling systems, and better rear main seals. The later 292 engine also benefited from a new rotor-type oil pump that could provide greater oil pressure at idle and in the mid-to-upper rpm range. The 292’s cylinder heads incorporated revised combustion chambers that relocated the spark plug and increased the chamber’s squish area, in an effort to make the engine more tolerant of cheaper grades of gasoline.

Engine swaps are popular among these trucks but, if stock is your thing, there’s nothing preventing you from making a 223 six or one of the Y-block V-8s run like new. Parts are still widely available and the knowledge base for these engines remains strong. There are even hop-up parts still being made to breathe some power into the old six.

Three-speeds are fairly common in these trucks and there were a few flavors to choose from: A Ford gearbox was the base “light-duty” transmission, a Borg-Warner T-89 served as the optional box, and there was a three-speed overdrive available. Also on the menu for shift-it-yourselfers was the rugged Borg-Warner T-98 four-speed. The T-98 is a truck four-speed that was adapted for many applications—it has a non-synchronized compound-low first gear and a deep reverse. Parts and spares are still easy to track down for any of these manual transmissions, and they’re not difficult to rebuild. Original automatic transmission-equipped Ford trucks of this vintage are a little more unusual, but the F-100 was typically equipped with the three-speed Ford-O-Matic (F-250s used the Cruise-O-Matic). Parts are still available and there are specialists across the country who can service Ford automatic transmissions. A good place to start for information would be the Services Offered section of Hemmings, or Ford 1954-Up Parts.

Body and Interior

One of the major hurdles in restoring one of these trucks is finding replacement metal and trim. There are some reproduction pieces available, but you won’t find every single panel listed alphabetically in a catalog as you will with many more popular light trucks. Currently, there are front fender patch panels and repair panels for the commonly rusted step area inside the cab. Floor repair panels, floor supports, and patch panels for the inner cab corners—all common rust spots—are also being reproduced. Outer cab corner repair panels, which are also frequently rusted, can be more elusive. Unfortunately, neither door skins nor door repair panels, though frequently rusted, are offered by the aftermarket as of this writing. Ditto for the radiator support, which is often rusted or sometimes crash-damaged on these trucks.

The same Flareside box was used on Ford trucks for many years, and parts needed to repair or completely rebuild one of those are available from the aftermarket. (New 6.5-foot bed sides are out there, but 8-foot sides will have to be fabricated.) No full panels are being reproduced for the Styleside box used on the 1957-’60 trucks, however, other than the tailgate, so those pieces must come from donor trucks. (There is a patch panel available for the right and left lower rear ends of the box.)

The interiors of these trucks are basic and many parts needed to make them livable are available. Replacement upholstery, door panels, armrests, headliners, knobs and switchgear, rubber parts, etc. are sold by numerous vendors. Some off-the-shelf aftermarket pieces might be slightly different than the original parts for these trucks though, so, if correctness is a priority, you may have to hunt for used, rebuilt, and NOS replacements, or contact specialty upholstery vendors.

Chassis and Brakes

The chassis of the 1957-’60 Ford F-100 is a revised version of Dearborn’s earlier trucks, so it’s pretty basic. The straight front axles in these trucks used heavier spindles and different kingpins than the previous generation. The front leaf springs were longer and wider, but had two fewer leaves. The rear springs were slightly wider, but there was an additional leaf which helped increase the carrying capacity. The Ford 9-inch rear axle was commonly installed under these trucks, though Dana 44s were also used. Ford first offered factory four-wheel drive in 1959, and F-100s so equipped rode on a Dana 44 front axle, with closed knuckles at the wheels and kingpins. The transfer case was divorced from the transmission, connected by a driveshaft rather than driven off the back of the gearbox. Manual drum brakes were standard-issue all around and manual steering was mandatory, though some enterprising dealers did offer power-steering setups. Keeping an old Ford truck, of any vintage, rolling, turning, and stopping isn’t difficult due to the vast number of parts vendors and specialist rebuilders out there. If more modern power-assist braking and steering appeals to you, there are aftermarket solutions for that.

Old Ford trucks make great collector vehicles—they’re easy to work on, easy to find parts for, generally affordable, and they’re useful, too. The 1957-’60 F-100 has existed in the shadows of more popular vintages for many years but interest seems to be growing. Whether a stock restoration, full-on custom, or something in between, these haulers represent a great way to join the legions of Blue Oval truck fans.

PARTS PRICES

Armrest: $20

Door panel set (Custom Cab): $50

Door weatherstrip (set): $48

Flareside fender: $350

Front bumper, chrome (1959-’60 style): $260

Fuel line: $60

Gas tank: $200

Headliner kit: $180

Heater blower motor: $140

Heater core: $35

Horn button: $55

Overdrive cable with chrome knob: $60

Steering gear (two-wheel drive): $330

Steering wheel: $210

Styleside tailgate: $438

Sun visor set (black): $30

Vinyl upholstery: $190

Water pump (292): $170

Windshield rubber: $30

WHAT TO PAY

Low Average High

1957: $16,000 $31,000 $86,000

1958: $15,000 $29,000 $69,000

1959: $15,000 $29,000 $67,000

1960: $18,000 $36,000 $79,000

(Prices for F-100 Styleside short bed)