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Don't let its black paint and full fenders fool you--this Ford Model T Runabout is far from stock. Photos by the author.
Henry Ford advertised his Model T as "The Universal Car," with the implication that it was suitable for all people and all uses (contrast this with GM's Alfred Sloan who sought to produce "a car for every purse and purpose"). The Model T was universal in another sense, however, with the ability to mix and match parts over the car's 18 years, 9 months and 15 days in production. That universality ultimately worked against the car in the market, where it was viewed as increasingly obsolete, but it has ensured that many, many examples still exist and that the Ford Model T remains one of the most accessible cars in the hobby.
This car is one such mishmash of years and even includes parts from non-Ford cars. The whole mixture is spiced up with a fascinating selection of period aftermarket pieces. Although it has less known history than everyone would prefer, it will nonetheless be preserved as an example of how Ford owners reworked their Universal Cars to better suit their own purposes and tastes. Indeed, owners Don and Steve Lang, of Lang’s Old Car Parts in Baldwinville, Massachusetts, have avowed that their only changes to the car in the near future will be a replacement radiator.
Obviously, what you see here is a Ford Model T runabout. Pinning it down further than that is somewhat nebulous—old California registrations say it’s a 1919 and the engine number would agree, except it shows evidence of having been re-stamped. With the kind of interchangeability Henry Ford demanded from his magnum opus, that kind of confusion is fairly typical. Odds are that the engine actually resided in a ’19 at some point, probably as a replacement for its original powerplant.
Note the aftermarket radiator guard, winged Moto Meter and sporty knock-off wheels.
Even a casual student of the Model T will recognize the Runabout body (that’s Ford’s term for a roadster) as a late-1923 to 1925 car. Earlier 1923s have the same slanting, non-folding windshield but paired with a lower hood and radiator shared with their 1917-’22 siblings. Hardcore types will point out that the slant windshield may have come on Canada-produced cars as early as 1920—but that’s well beyond the scope of this article.
Honestly, when or how the sundry Model T bits assembled here left the factory is far less important than what became of them subsequently. Sometime in or before 1940, they came together more or less in the form you see here, along with a veritable showcase of period accessories, to form one of those primordial hot rods variously known as a gow job, hot iron, hop up or supe/soup job—take your pick.
People started hotting up Ford Model Ts back when they were still in production, so they were fully refined by the early 1930s—and arguably past their prime by the 1940s—but that doesn’t stop folks from basing their hot rods today on a V-8 that hasn’t come in a production vehicle in 31 years, and it didn’t stop fellas from using a 17-year-old car to go fast and look good in 1940.
Under the hood is where it is undeniably clear that this Ford was somebody's gow.
We don’t know much of the story on this car prior to about 1948, although the previous owner advertised the car as probably having been run up to 87 MPH on a dry lake in the proximity of Boron, California (probably Muroc) in 1940 with its top down but fenders still in place. The car did come with original 1948 registration documents for a William R. Wilcox and a timing tag for a Bob Wilcox. Some cursory research indicates that a Clarence “Bob” Wilcox, who passed away in 2010, may have been the youthful postwar owner—possibly owning the car under his father’s name initially.
Looking over the car, it’s easy to believe it was together in this form in 1940—or even in 1932. Nothing save for the electric fuel pump appears to post-date World War II and that was likely a replacement for an expired vintage pump or troublesome vacuum tank. Stylistically the car matches several reworked Ts from the 1930-’50 era—most notably with its chopped windshield and top, full fenders, aftermarket 17-inch wire wheels and dropped spare tire.
One of the best ways to go fast in a Model T has always been to swap out the flat cylinder head for an aftermarket job utilizing overhead valves—actuated either by push rods or overhead cams. This hop up features the venerable Frontenac T (for “Touring”) overhead-valve head. For the full rundown on the various Fronty heads, pick up the October 2016 issue of Hemmings Classic Car on sale August 16, 2016.
Juhasz carburetor and water pump are the most obvious engine modifications on this side. Also notice that the stock steering gear has been retained.
Bolted to the Fronty’s single port is a Juhasz barrel-valve carburetor, patented 1924 and advertised at least as far back as 1918, and very similar in appearance to contemporary products from Master, Miller and Winfield. Steve Lang told us that the Juhasz was more popular on the East Coast, whereas Master and Miller carbs found more success on the West Coast. Given that John Juhasz was from New York, that makes sense to us.
After the fuel/air mixture passes through the Juhasz carb, distributed via the Fronty head and squeezed by what we can only assume are some kind of aluminum replacement pistons (everybody used them); a Delco-Remy distributor, adapted via what may be a vintage Bosch front-drive, allots spark among the cylinders. Keeping everything lubricated is an auxiliary oiling system adapted from a 1920s Chevrolet.
All this sophistication in the engine bay is matched by an upgraded drivetrain. The Ford Model T engine was produced in a unit with the Model T's two-speed, planetary transmission, which was operated by floor pedals rather than a shift lever. The minimal gear selection spawned a whole industry devoted to the Ford driveline, and this Runabout features two such accessories.
A stock Model T has three pedals, one lever and only one gauge. This hot iron has four pedals, three levers and four gauges—plus a custom steering wheel. The levers give notice of the driveline modifications.
Directly behind the Ford transmission is a Jumbo three-speed auxiliary transmission. The Jumbo features underdrive, direct drive and overdrive, plus a reverse gear—meaning that in normal driving, the Ford transmission can be left in high gear and the Jumbo shifted like a three-speed. Coupled with the Ford trans, the Jumbo offers seven speeds forward and three in reverse. This was advertised as giving the Ford with standard gears a flexibility of speed ranging from 3 ½ MPH to 50 MPH.
As if this wasn’t enough shifting, the second driveline accessory doubles the number of gears available yet again—to 14 speeds forward and six in reverse. The Ruckstell rear axle can be engaged to practically double the Ford rear gearing—an ability that led many owners to retrofit 3:1 or 2 ¾:1 gears in place of the Ford’s standard 3.63:1 gears, allowing higher cruising speeds without sacrificing the ability to accelerate or climb hills. We didn’t inspect the tooth counts, but it’s a safe bet this runabout has 3:1’s.
The addition of higher speeds, driveline accessories and/or modern traffic (even by 1940s standards) mandated yet another classic Ford attachment on this T: Rocky Mountain brakes. The standard Ford Model T brake is a band in the transmission, but in the event of an auxiliary transmission or Ruckstell going into a neutral state, stopping the transmission from turning won’t have any effect on the rear wheels.
Changes abound at the rear of the car, including a stylish dropped spare tire, Model A taillamps, Dodge Brothers gas tank, aftermarket suspension pieces and Rocky Mountain brakes.
Rockies are an external band that contracts against a drum on the rear wheels (the Ford drum in the case of 1926-’27 cars, or a supplied drum on earlier models). A common piece of graffiti found on Model T jalopies in the '30s and '40s was “Four wheels, NO brakes!” Auxiliary brakes are intended to keep you from being that fellow.
Before we leave the underside of the car, there are more details to point out—and they help distinguish this car from many of its contemporaries. Model Ts came from the factory suspended only from transverse “buggy” springs—the shock absorber would not make its Ford debut until 1928. Seasick Ford owners soon went looking for a remedy, and many companies answered the call. This car features Hassler spring shocks on the back, along with Hartford friction shocks at both ends and K-W “Road Smoother” anti-sway brackets on the front. Coupled with its lowered profile and shorter wheels, Wilcox’s roadster must have had relatively good handling for its era.
Shock absorbers, anti-sway "road smoothers" and 17-inch wire wheels no doubt made this Flivver better handling than most of its contemporaries.
In the cockpit is another area major changes were made: The aluminum dash panel, still wearing vestiges of engine turning, is filled with a potpourri of vintage instruments. The seat has been lowered to better fit inside the chopped top (which looks suspiciously like a Model A part) and the under-seat gas tank done away with in favor of a 1920s Dodge Brothers unit hung out back. The stock Model T steering is still in place, but the T wheel was replaced with a springy three-spoke unit. Old-time race cars used worn-out circular-saw blades to form such shatterproof wheels and we wouldn’t be surprised if this tiller was crafted in the same way.
One instrument you won’t find on the Model T’s dash is a temperature gauge. Instead a Moto Meter sticks up through the radiator cap, supplemented with an Essandee Glo-Light attachment. The ever-popular wing motif is also present on the cap, although in a slightly different form than we’re used to seeing. The bright-metal radiator shell (a nickeled ’26-’27 Ford unit, we presume) also sports a radiator guard of a type we’ve seen before in early '30s photos.
Essandee Glo-Light allows driver to see coolant temperature from the cockpit in addition to time, amps, oil pressure, altitude(!) and speed.
Model Ts are simple cars that spawned a whole industry based on addressing its deficiencies, both real and perceived. This one is a great permutation of the customizing formula that resulted in style and speed, and it’s a great showcase of the parts and workmanship that a much older generation of car enthusiasts used when they were young. It will be even better if someone out there in the Hemmings Nation knew Bob Wilcox or the history of this car and can say definitively if this is a recreation of a style or an actual rolling time capsule.
Recent
For 1958, all-new styling at every General Motors passenger-car division ushered in big changes, just as the corporation was celebrating its 50th anniversary. It was also the final year with Harley Earl at the helm of GM design. Though the new models were longer and lower in proportion than in previous years, Earl’s signature use of excessive chrome remained unabated. That brightwork continued a trend that had dominated automotive design throughout the Fifties. For 1958, it worked seamlessly with those new designs that presented a broad departure from previous years.
Currently listed on Hemmings Auctions are a pair of faithfully restored hardtop coupes from the GM catalog from that momentous year. With wide chrome grilles surrounding four headlamps and copious brightwork including side trim the length of the body, this 1958 Chevrolet Impala Sport Coupe and 1958 Pontiac Bonneville Sport Coupe both handsomely display the heavily Earl-influenced styling that made headlines for GM.
1958 Pontiac Bonneville Sport Coupe
While GM made general announcements and events around its 50th anniversary for 1958, only Pontiac incorporated the occasion into its advertising. It mattered little that the first Pontiac rolled off the assembly line in 1926 as sub-brand of Oakland. Laid out in large letters in its brochure, Pontiac’s advertising theme for 1958 carried the tagline “The boldest advance in fifty years,” also declaring “A new kind of cars is born!” Previously introduced as a well-optioned convertible version of the Star Chief in 1957, the standalone Bonneville arrived for 1958.
Promising “the first true union of sport car action with town car luxury,” the Bonneville was only produced as a pillarless hardtop Sport Coupe or a drop-top Sport Convertible for 1958. As “a modern ultimate for the man who loves cars…this steel-muscled road machine,” the Bonneville featured a 370-cu.in. V8 engine with a four-barrel carburetor and 10:1 compression as standard equipment. An optional Tri-Power setup with triple two-barrel carburetors was given the “Tempest 395” moniker for its 395 lb-ft torque rating.
As the late 1950s was peak Jet Age, aeronautical and rocket themes pervade the details of the Bonneville. The leading edge of the scalloped rear quarter panels featured a very rocket-like piece of chrome trim that extended to a point at the front of the car. On top of each front fender, just before the headlamps, sat additional chrome-plated pieces that resembled delta-wing jets with appendages that lead into creases atop the fenders like contrails from jet engines.
Finished in Burma Green with Calypso Green accents, this 1958 Bonneville Sport Coupe, one of 9,144 produced, appears to have been restored some years ago, with a fit and finish that looks to be holding up. It is equipped with the Tri-Power 370 and a four-speed Super Hydra-Matic transmission. It is additionally fitted with power windows and power brakes, along with the rare Trans-Portable radio unit that can be removed and used as a portable radio with its built-in speaker and ability to run off batteries. The seller notes no problems with the drivetrain and asserts that the transmission shifts well.
1958 Chevrolet Impala Sport Coupe
Chevrolet didn’t revel in the golden jubilee news that Pontiac touted, but its advertising in 1958 suggested that its redesigned models were “Almost too new to be true!” The ad copy also promised that “You’ll like being looked at in your beautiful ’58 Chevrolet.” Longer, lower and wider than the famous “Tri-Five” models that preceded it, the Chevrolet models somewhat mirrored what was going on at Pontiac, but with a rear-end treatment that seemed to show the previous year’s tall tailfins flopped over somewhat. In magazines ads, the words accompanying the first-year Impala Sport Coupe suggested “This sleek styles-setter promises action, gaiety, glamor—and it keeps its promises beautifully.”
Like the Bonneville nameplate, the first Chevrolet to wear the Impala badge arrived in 1958. Chevy also introduced its first big-block V8, the so-called “W” engine. For 1958, Chevrolet dubbed this 348-cu.in. engine the Turbo-Thrust V8 when equipped with a four-barrel carburetor and Super Turbo-Thrust when fitted with Tri-Power triple carburetion. Though it lacked the aviation/space themes of the Bonneville’s styling, the similarly proportioned Impala was also festooned with plenty of brightwork, from the wide grille to side spears that ran nearly from the taillights to the headlamps. Pound-for-pound, the massive wraparound bumpers probably contained the highest amount of chrome on the car.
Finished in Onyx Black with a bold Rio Red-dominated interior, this 1958 Chevrolet Impala Sport Coupe now on Hemmings Auctions features a long-term restoration that spanned the 1990s. Completed in 2001, it appears to be holding up well. The photos of the very clean undercarriage that accompany the listing tell a story that the car has been taken care since that redo. This example is fitted with the four-barrel 348 that was rated at 250 horsepower when new. Power reaches the rear axle via a two-speed Powerglide automatic transmission.
GM made some distinct design changes for 1958. With plenty of models across five passenger-car divisions, we are fortunate to have options in the collector car hobby when it comes to these chrome-laden machines. Which of these ’58 hardtop coupes would you like to cruise in?
Head on over to Hemmings Auctions to take a look and let us know.
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YouTube / Auto Archaeology
You know when Ryan Brutt from the YouTube channel Auto Archaeology posts a new barn find video, it’s bound to be good. He’s been traveling around the country for over a decade documenting unique barn and garage finds, especially Mopars and other classic muscle cars. This 1969 Dodge Charger R/T is no exception, though he admittedly found it first on Facebook Marketplace, not his usual way of locating cool barn find cars.
The Dodge Charger in question was reportedly stored away for 30 years until recently. “Not my usual way to cool cars,” Brutt writes, adding, “This garage find has been sitting in this garage we think for 30 years. At least the neighbor who had lived there for 30 years didn't even know the car was in there.”
Under the decades of dust, it still sports the factory F5 Medium Green Poly paint and was originally equipped with a vinyl roof. Granted, the body has seen better days, and the muscle car is clearly in “barn find condition.”
1969 was the second year for the Charger R/T model. It came standard with the 440 cubic-inch (7.2-liter) Magnum, or an optional 426 cubic-inch (7.0-liter) Hemi. This example houses the 7.2-liter V8 under the hood, factory rated for 375 horsepower and 480 lb-ft of torque. It’s paired with an automatic gearbox.
1969 Charger R/T Rescued from Garage after 30 years!youtu.be
In a second video, Brutt shares the satisfaction of watching the dirt-caked Challenger receive its first wash with its new owner. Here’s what it looks like to have 30 years of grime washed away:
1969 Charger R/T Garage Find First Wash in 30 Years!youtu.be
In 1969, Chrysler built 69,142 Chargers. Of that number, 20,100 were R/Ts, according to the Standard Catalog of Chrysler 1914-2000. When the 1969 Dodge Charger R/T was first released, its original MSRP was $3,592. According to classic.com, the average used price of a 1969 Dodge Charger R/T like the one found here is $106,278, with the highest sale currently maxing out at $275,000. As of this writing, there are nearly a dozen 1969 Dodge Charger models for sale on Hemmings Marketplace.
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