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Friday, Saturday and Sunday Lots are $300, $400 for prime time and $600 for covered canopy lots. No numbers will be reserved without consignment fee being call at 760.320.3290 with your credit card handy. You may specify the cars you’re entering at a later date. Entry fees are REFUNDABLE less $50 handling fee if you notify us in writing 14 days prior to the auction. Color photographs may be included in our exclusive color brochure. We strictly limit the number of positions WE SOLD OUT OF LOT NUMBERS DURING OUR PREVIOUS SALE SO BOOK EARLY.
As a longtime member of several national car clubs, and having attended many car shows, I have the occasional honor of serving as a judge at some concours and national club meets. The best part of being a judge is meeting the owners and learning how their car or truck survived the decades and became a show vehicle on a prestigious eld with other beautifully restored or extremely well-preserved iron. And, of course, the up-close look at the vehicles themselves is a fantastic experience.
My annual travels also take me to auctions across the country where I must assess a vehicle’s condition, and then assign it a No. 1-6 Old Cars Report Price Guide condition rating. After the vehicle has crossed the block, the selling price is recorded and reported on these pages. So, short story long, I see a lot of vehicles up close every show and auction season, and after assessing many vehicles’ conditions, I have noticed several things that keep it from that next level.
Before I share these observations, let me clarify that my purpose isn’t to further criticize the extensive amount of work that someone has done to their pride and joy, but to provide insight into what a third party assessing a vehicle looks for. Hopefully, these observations will help someone bring their restoration from a No. 3 to a No. 2, or a No. 2 to a No. 1, or save them from making a mistake in their next restoration.
When rst approaching any vehicle, the rst thing I look at is the quality of plating on the door handle and vent window (when so equipped). Many people will restore most of the chrome on a car, but stop short of re-plating these commonly pitted parts. Then I look at the instrument panel to determine if the trim and gauges are bright, shiny and without pits, scratches and dust. Restoring these parts to like-new not only impresses judges, they’re the main areas of the vehicle that the owner himself experiences when getting in the car and driving it, so restoring them to a high standard also increases the owner’s experience. In my experience, vehicles with re-plated, pit-free door handles, vent window frames and interior trim have high-quality re-plating throughout.
Once the plating on the driver’s door hardware checks out, I crawl under the vehicle. Floor pans that are painted black — and weren’t originally black — are a red ag on a show car. Black-painted oor pans are ne for a No. 3 driver, but No. 2 and No. 1 show vehicles are expected to show all of the original nishes applied to the chassis by the factory. Black-painted oor pans are often a sign that the oor pans weren’t media blasted during the restoration, and the black paint is covering up rust or repairs that aren’t to high show standards. It also tells me the owner didn’t fully research the vehicle by studying other No. 1 examples, or extremely well-preserved originals, they didn’t talk to experts on the vehicle and they didn’t read the judging guidelines or an authenticity manual. It also makes me wonder what else isn’t correct on the vehicle.
Finally, be prepared to detail your show car again once it’s on the eld. At a highfalutin concours where I wasn’t judging, I once saw a Full Classic that checked every box for being a best-in-class contender, maybe even best in show. However, there were grass clippings from the golf course stuck to the car’s tires and the undersides of its fenders. I am sure this concours wasn’t about to have a car photographed on its winner’s stand with such unsightly debris clinging to it, and the car never made its way to its rightful place before the crowd.
These may just be a few of the things judges look for, but hopefully they inspire you to take a step back and look at your restoration from another’s perspective, and get you the recognition your hard work deserves.
Angelo Van Bogart, Editor avanbogart@aimmedia.comCorinne Zielke
EDITOR Angelo Van Bogart (avanbogart@aimmedia.com)
ONLINE EDITOR Mike Eppinger (meppinger@aimmedia.com)
EDITORIAL DIRECTOR Brian Earnest (bearnest@aimmedia.com)
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Old
After all the Christmas festivities, I nally read my Jan. 1 Old Cars from cover to cover. I just had to comment on the photo of the ’58 Cadillac in the Bill Miller auction captioned, “It’s not easy being green.”
I think I know just how that car looks in-person. In 1957, my parents ordered a big 1958 Cadillac Fleetwood Sixty Special to be delivered as soon as the ’58s came out. My mother chose a nice green from the small color chips she had to work from. When the car was delivered, we saw what seemed like acres of yellowish-green paint that we all came to refer to as “ookie” green. We never did get used to that color. They couldn’t have sold many to people who had seen that color in-person.
John Zink, Tulsa, Okla.
I’m a longtime subscriber and can’t remember when I started, but it was a gift to my father-in-law who passed issues to me, and then we switched spots. I now pass it to a friend.
I have a low-mileage, non-running 1979 Dodge pickup with a Slant Six. I bought the truck to assist with Home Depot runs when moving into new house eight years ago. I also have a 1999 Mazda Miata, which is exactly what I wanted and didn’t know I was looking for. I am of the bought-not-built category, and the Miata is modi ed; its turbo gives it over 200 hp, and it’s every British sports car I wanted in the ’70s but couldn’t afford. The Miata is also much faster, has airbags, power windows, real
gauges instead of a modern in-dash screen and air conditioning (I am in Arizona, after all).
I am perfectly happy with the variety of cars Old Cars features, even the brass cars. I admire the people who love them and I love their stories, but they just aren’t for me. I love most everything from the 1930s through the ’60s. I got my driver’s license in 1967 so I am partial to cars of that era, but I had a Corvair when others wanted muscle cars. My favorite real Cadillac has to be the ’62. It and a 1960 Chrysler are among the best cars for ns.
I do small projects, but have no desire to do a full restoration, though I like seeing other people’s progress.
I live 13 miles from Scottsdale, so I go to Barrett-Jackson every year. I don’t enter my car in any shows (I don’t have the patience to sit all day and have people tell me what’s wrong with it). I do go to three to ve shows a year, some planned, and some when I drive past one. I count The Lane’s Rally for the Lane as a show — it’s the best one ever! I have driven in it the past two years and it is truly the most fun I have ever had driving a car. I only belong to one car club, the Classic Car Club of America, and someday I will go to the Hershey AACA meet and the ACD Club Reunion in Auburn over Labor Day.
And, yes, my garage has road signs, hubcaps and license plates on the wall.
Thanks for a great magazine, and please keep up the good work
James Ballard owns this cool 1972 Plymouth Road Runner. “[It has] the GTX, package which includes the 440-cid engine, four-barrel Holley carb, four-speed transmission and Dana 3:54 rear,” Ballard notes. “Only 219 were built in this con guration! B5 blue inside and out. Currently has 26,900 original miles.”
Art in Arizona
INDIANAPOLIS — The legendary 1970 Dodge Hemi Challenger R/T-SE, known as the “Black Ghost” in the Detroit street-racing scene of the 1970s, will be the headlining consignment for Dana Mecum’s 36th Original Spring Classic, which will be held this May 12-20 at the Indiana State Fairgrounds in Indianapolis.
Godfrey Qualls, a Detroit police of cer by day and mysterious street drag racer by night, dominated the Motor City power scene with his black 1970 Dodge Hemi Challenger R/T-SE adorned with the “Gator Grain” roof treatment and white tail stripe, and powered by the 426 Hemi engine. After serving in the Army’s 82nd Airborne Division, Godfrey ordered the car new at Raynal Brothers Dodge in Detroit, with it arriving on Dec. 5, 1969. He put it to good use, rumbling to local hangouts, including the famed Woodward Avenue and Telegraph Road. With a win secured, the pair would then disappear into the darkness for weeks and months at a time. The vanishing of Qualls’ triumphant Dodge Challenger earned it the nickname “Black Ghost.”
In 1975, with numerous victories achieved and a mythical legend bestowed, the “Black Ghost” again went off the grid;
however, this time it was gone from the Michigan streets for decades. Before he died in 2016, Qualls signed the car over to his son, Gregory.
The car became the inspiration behind one of Dodge’s most recent special edition Challengers: the 2023 Dodge Challenger Black Ghost. Just 300 of the Redeye Widebody car will be built.
For more information on the Mecum Spring Classic, visit www.Mecum.com, or call 262-275-5050.
CHESTER, Md. — The 16th Annual St. Michaels Concours d’Elegance on Chesapeake Bay will debut in Queen Anne’s County on the waterfront lawn and marina of the Kent Island Yacht Club. The Delahaye is the Grand Marque, and Chesapeake Bay yachting will be the focus of this year’s event, set for Friday through Sunday, Sept. 22-24 (for entrants). The public show is Sunday. This is the rst year the St. Michaels Concours d’Elegance on Chesapeake Bay will be hosted by the Kent Island Yacht Club. The event will feature a mix of grand classic motoring vehicles, classic yachts, wooden speed boats and casual elegance in a waterfront setting.
For more information, visit www.smcde.org.
CARTERSVILLE, GA — The Savoy Automobile Museum has launched a new exhibit featuring memorable economy cars built during the early-1970s gas crunchy called “Built for a Cri-
The identity of the elegant woman striking a pose for this photo may be lost to time, but the unique hood panels positively identify this coupe as an unforgettable 1934 Plymouth Deluxe (Model PE). The combination of angled vertical hood louvers and horizontal ventilation doors on the hood panels were a very individual feature limited to Plymouth Deluxe models in 1934. Plymouth Deluxe models were built on a 6-inch-longer wheelbase than Plymouth Standard (Model PF) body types, but both lines were powered by a six-cylinder engine and had independent front suspensions and hydraulic brakes — innovative features for a low-price make. The rumble seat makes this Deluxe one of 15,658 such coupes built by Plymouth that model year.
sis.” The exhibit will feature iconic cars including a 1972 Ford Pinto; 1974 AMC Gremlin; 1975 AMC Pacer; and 1975 Chevrolet Cosworth Vega, all from the Savoy Collection. In addition, two special cars are being brought in for the exhibit, a 1971 Chevrolet Vega and a 1976 Chevrolet Chevette, both from the General Motors Heritage Collection in Sterling Heights, Mich. The Vega was the rst Vega to be produced at the GM Lordstown Assembly Plant on June 26, 1970.
These cars will be on exhibit until April 30, 2023. The museum is open for visitors Tuesday through Sunday from 10 a.m. to 5 p.m. For more information,visit www.savoymuseum.org.
CARLISLE, PA — Audi, Rolls-Royce and Honda will be the featured marques at this year’s Carlisle Import & Performance Nationals, scheduled for May 12-13 at the Carlisle Fairgrounds. Guests can peruse Buildings T and Y and check out displays that highlight the Audi and Rolls-Royce. The Audi display in Building T is supported by The Audi Club, a chapter of Audi Club North America. The Rolls-Royce Foundation from nearby Mechanicsburg is bringing a gallery of cars to Building Y.
In addition to these two displays, guests can also check out a nod to “50 Years of the Civic.” There will be highlighted examples in Building T and more than 100 expected on the show eld.
This diverse event features race-prepped rides, cars from
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“I’ve watched this [1956] Cadillac deteriorate since 1970 — looked roadworthy at that time — when the owner purchased it for parts for the 1956 Cadillac that he had on the road,” reports reader Andrew Rygel. “I just recently caught someone at home to inquire about its history. The gentleman said it was his grandfather’s. He purchased it a few years ago, after his grandfather passed away, in hopes of making it into a ‘rat’ rod. He said his mother inherited the 1956 Cadillac that her father had on the road and takes it out occasionally. So it continues to deteriorate into the driveway.”
around the world, competitions, track activities, drive-through judging and more.
Gates open at 7 a.m. each day and kids 12 and under are admitted free. Complete details can be found at www.CarlisleEvents.com, or by calling 717-243-7855.
AMELIA ISLAND, Fla. — Gooding & Company’s Amelia Island Auction, scheduled for March 3, will be highlighted by collection of four rare RUF automobiles. The event will be held at the Omni Amelia Island Resort with a preview day Thurdsay and bidding beginning at 11 a.m. Friday.
The Ruf Automobile GmbH was founded in 1939 by Alois Ruf, Sr., as a general and automotive repair workshop. In 1974, Alois Ruf, Jr., took over the marque following his father’s passing, and shifted its focus to modifying and building Porsche-based automobiles. In 1981, RUF became an of cial German automobile manufacturer, with cars built in-house bearing the all-important W09 VIN pre x. Ever since, the family name has become synonymous with some of the nest-performing custom-built and modi ed Porsche-bodied vehicles available worldwide.
On offer will be:
— 1998 RUF Turbo R with 13,800 miles on the odometer;
— 1998 RUF Turbo R Cabriolet, the only turbo bodied as a Cabriolet;
— 1997 RUF BTR2, converted to U.S. speci cation and showing less than 26,000 miles;
— 2007 RUF RK Coupe one-off supercharged with just 6,642 miles.
For more information and updated consignment lists, visit www. goodingco.com
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A 1969 Chevrolet Impala fourdoor hardtop had its pride destroyed by a big 1969 Cadillac Sedan deVille fourdoor hardtop.
Trace your old car’s history. It can be ful lling tracing the timely tire tracks of a collector car — and sharing that research. Case in point: a recent issue of Torque Tube II (’36-’38 Buick Club, BCA, Matthew Hinson, editor; 718 Woodlawn Ave., Wilmington, N.C. 28401; www.3638buickclub.org).
It was 1979 when Jesse Cahue discovered a 19-year-long sleeping “Rip Van Winkle” situation with a 1938 Buick Special trunk back (Model 48) two-door. A week after he saw the car, Cahue became its second owner. He nally did a detailed restoration on the car in 1995, receiving an award the next year at the Buick Club of America national meet.
Cahue found and preserved many original papers and support literature on the car. Each item is a bit of car history tied to the Buick Thus, each is a footstep in time tracing the use and miles of the car and deepening its saga. A good tip for others!
By M.J. Frumkin
Like a rainbow of jellybeans cascading down a candy chute comes a colorful eet of 1949 Oldsmobiles as they round an expressway entrance ramp. A somewhat similar, more elaborate scene appears on the cover of the ’49 Olds brochure, where the parade of Olds are winding around a world globe and heading on a superhighway to dealerships across the United States.
These attention-grabbing armadas accentuated Oldsmobile’s graceful “out-ahead” blending body lines of the Ninety-Eight body, introduced in 1948, and the similarly styled 1949 76 and 88 models, which copied the Ninety-
Eight’s sleek, new styling introduced the year earlier. Backing the “superlative” styling of the Futuramic cars, Olds ads for 1949 announced that the improved “Big Six” had new punch and power, and for true high-performance “thrills,” Oldsmobile debuted its high-octane V-8s. When mated with GM’s four-forward-speed Hydra-Matic Drive automatic transmission, the revolutionary “Rocket” V-8 engines were hyped to surge with “exultant, air-borne freedom.” Delivering exciting performance for its era, the ’49 Oldsmobiles are today recognized as some of America’s original highcompression V-8 muscle cars.
Q.Regarding Mr. Pederson’s question about tilt cabs (Oct. 15), I think International made those trucks from around 1956 to sometime in the early- to mid-1960s. I worked as a mechanic for an International dealer in Casper, Wyo., in 1974. There were still a lot of those in use.
I was brought up just west of Cleveland and I remember truckloads of cabs going east on the Ohio Turnpike on a daily basis. I don’t know where they were going. We had White Motors in Cleveland. I wonder if the Chicago Manufacturing Co. could have moved to Georgia. I know when I was growing up, there were a lot of companies moving south for cheap, non-union labor. I worked on the Isuzu cab-overs; they used a torsion bar to help assist the cab. I have had those bars break and it is impossible to lift the cab by hand.
— Dan Huttinger, Parrish, Fla. A.Thanks, Dan, for sharing your experience with these cabs.
Q.I saw the recent comments on the “10-year rule” [for auto parts, Oct. 1, 2022, and Jan. 15, 2023]. Here’s my experience:
In the late summer of 1975, I was working a summer job in Golden Valley, Minn., at the AMC Zone Warehouse where parts were “picked” each day to ship out to AMC dealers’ parts departments. One day, the foreman said it was time to clean house. Most year-speci c 10-year-old parts, consisting of trim and other accessories for 1965 model cars, were gathered up and pitched into the dumpster! I couldn’t believe it. Side trim, roof racks, wind de ectors, grilles, etc., into the trash. I just happened to be driving a 1965 Rambler Classic 660, so I took what would t. For AMC, it was cheaper to toss them than to store or ship them back to where they came from. The
same week, a forklift punctured a pallet of AMC coolant/antifreeze on the very top rack. All the boxes of coolant below that got wet had to be tossed. Those boxes held dozens of individual plastic bottles, with perfectly good product. However, according to company policy, all were deemed un-saleable, so everyone took home many, many gallons of AMC-branded coolant that day!
— Steve Isola, Duluth, Minn.
Q.Regarding vehicle manufacturers’ 10-year parts availability: The National Highway Transportation Safety Act requires vehicle manufacturers to correct defects in the vehicles manufactured by them effecting traf c safety discovered within 10 years after the date of manufacture. A defect could possibly affect any part of the vehicle. Therefore, the vehicle manufacturer nds that, as a practical matter, it must keep all parts available for a safety recall during the 10-year period after date of manufacture. They are, therefore, also available for antique car restorers. I believe this is the basis for people referring to a rule of 10-year parts availability from the vehicle manufacturer. The law doesn’t speci cally require it, but as a practical matter to cover themselves against safety recalls, the vehicle manufacturers do it.
— Don Ryman, Buchanan, Mich.
A.As I’ve mentioned before, I see a supply-and-demand situation, as opposed to a law or regulation. As far as trim and body parts are concerned, a damaged 10-year-old AMC car might have been more likely to be replaced than repaired. I suspect that, even then, items such as brake shoes and pads, wheel bearings, alternators, etc., continued to be available. Even today, I seldom have trouble sourcing parts for my current Chevy Suburban, which turned 25 last year.
Q.I have a small-block Chevy bare block I bought at a garage sale. The guy said it was specially machined to see if the big journal was going to work. Who at Chevy archive/ engineering historical can tell me more about it? The casting number is #3914660, date code H 15 7, stamped number 18L106093TO9IIHC. In 50 years of SBC builds, I’ve never seen a number that long. The car must have had an MSO issued, as the man said it was disassembled and parts were used elsewhere. The block has been tanked, magged and bored .030. Thanks for your help and info.
— Dean Johnson, via e-mail
I’m not getting anywhere with this, either. I suspect the long number is the sum total of what’s called the partial VIN and the engine code. The partial VIN starts with the VIN pre x 18L, which means a Chevrolet, 1968 model year, Van Nuys (California) assembly plant. I wondered whether 10693 might be found in the serial portion of the car’s VIN. If the remainder of the number is the engine code, it was built up in Tonawanda (N.Y.), but here the logic breaks down. HC could be either a 1965 327 or a 1969 350, but the date code seems to be Aug. 15, 1967. That said, the number could have been restamped on a ground-down engine pad to resemble a legitimate number.
I’ve owned ve small-block Chevys (and two big-blocks), but I’m far from being an expert. SBC gurus, can you help?
One brand of “Foreign Favorite” that I particularly like is the German company NSU. Founded in 1873 to manufacture knitting machines, by the turn of the century, the rm had expanded into bicycle production and producing chassis frames for German automaker Daimler. The NSU name didn’t arrive until 1892 and was derived from Neckarsulm, the town where the plant was located.
In 1905, NSU began producing luxury cars under license before turning to the manufacture of smaller fourcylinder automobiles. In time, a line of motorcycles was also introduced. By the mid 1920s, luxury cars were dropped in favor of motorcycles and light cars. Meanwhile, the company entered racing in a big way and made a name for itself as a strong competitor. However, car production was halted in 1929 due to a severe recession affecting Germany.
After World War II, motorcycle production resumed at NSU, along with production of Italian Lambretta motor scooters built under license. Then, in 1957, the company returned to the passenger car market with the clever NSU Prinz, a small two-cylinder sedan perfect for the slowly recovering German economy. A handful were exported to the United States beginning in 1958, and in 1959, some 3,247 were sold here. Not surprisingly, the tiny Prinz, with its 78.75-inch wheelbase and two-stroke two-cylinder engine, never really caught on in America; it was just too small and weird. Even after four-cylinder models were added to the NSU lineup, sales failed to take off. The Wankel-powered NSU Spider, introduced for 1964, was attractive and very sporty, but it, too, was a slow-seller.
By 1967, total NSU car production had leveled off at around 100,000 units per year, and the company hoped to boost that by introducing a new sport sedan with a potent Wankel rotary engine and styling that would make it instantly recognizable. It called its new model the Ro 80, and it boasted an all-new two-
rotor Wankel rotary engine of incredible smoothness that generated 129 hp from just 61 cubic inches. Torque was rated at 112 lbs.-ft. at 4,500 rpm.
The new Ro 80 debuted in Europe in late 1967, but didn’t come to America until 1969. It was relatively expensive, with a $4,995 price tag that placed it squarely in competition with the Mercedes-Benz 250 six-cylinder sedan — and at $400 more than a Buick Electra 225 four-door hardtop!
However, the Ro 80 was a true German sports sedan packed with technology to boot. In addition to the unique Wankel engine, the NSU boasted front-wheel drive and a semi-automatic torque-converter transmission. It was exceptionally aerodynamic with a drag coef cient of just 0.36, making it almost impervious to cross winds.
Styling was a strong point of the Ro 80. With a low nose, a short and tight rear deck, smooth anks and big wheel openings, the Ro 80 seemed purposebuilt. The six-window greenhouse gave the whole car a light, airy feeling.
I nd the Ro 80 extremely attractive, in the spirit of the Audi 100 and BMW 2800, but even better. A four-door sedan, it boasts remarkably clean lines, tight overhangs, a broad and aggressive stance and plenty of glass for good visibility. Riding a 112-1/2-inch wheelbase, it provides ample
interior space for ve passengers. Overall length was held to 188 inches, and height is 69 inches. With uni-body construction and a lightweight engine, the big NSU weighs just 2,668 lbs., making it lighter than a four-cylinder Chevy II four-door sedan of the same period.
The chassis was well-suited to grand touring usage. With a front engine/frontdrive layout, the chassis boasted rackand-pinion steering, MacPherson strut suspension with wishbones up front, and struts with coil springs out back. Fourwheel disc brakes were standard equipment at a time when front disc brakes were still a seldom-purchased option on American cars. The front disc brakes were mounted inboard, allowing for bigger discs and better stopping power.
Inside the airy cabin were the sort of ttings expected in a grand touring sedan, including thick bucket seats in a choice of cloth or leather, a tachometer, shifter for the unusual semi-automatic transmission and good-looking door trim.
The Ro 80 had a claimed top speed of 112 mph — pretty good for a 1000-cc engine! Accelerating from 0 to 60 mph could be accomplished in 12.2 seconds — not quite neck-snapping, but very good for that era.
Auto writers everywhere appreciated the Ro 80’s pioneering technology, as well as its excellent ride, handling and
performance. Road Test magazine called it “…one of the most exciting cars to appear in the last 20 years,” which was high praise, indeed. At the 1967 Frankfurt (Germany) Auto Show, the new Ro 80 was named “Car of the Year.”
In 1969, NSU merged with Auto Union to become Audi NSU Auto Union AG, which was wholly owned by Volkswagen. By that time, the Ro 80 was in trouble, rapidly gaining a reputation for being unreliable, mainly due to the Wankel engine. The issues were mostly lubrication-related, with many cars developing high oil usage at relatively low miles, and more than a few engines seized. The problem was the rotor tip seals, which suffered excessive wear. Once the seals wore enough, the car would begin consuming volumes of oil, much to the dismay of owners. Even when the seals held up — which most didn’t — fuel economy was poor for a car of its size and class. Both of these problems were later encountered by other Wankel licensees, including Maz-
da and General Motors. Both companies eventually solved the rotor tip seal problems, but neither was able to get the rotary to deliver fuel economy matching conventional engines of the same size.
In Mazda’s case, the company decided to restrict use of the Wankel mill to higher-end cars, such as the RX7 and RX8 sports cars. General Motors, which entered the Wankel picture at a later date, was very close to initial production when the fuel crisis of 1973 hit America. By the time the Arab oil embargo was ended in March 1974, the price of oil had risen nearly 300 percent, from $3 a barrel to almost $12 a barrel. GM management, concerned about staking the company’s future on a gas-guzzling engine, quickly decided to cancel its Wankel program. Poor little American Motors had counted on using the compact GM Wankel in its upcoming new Pacer, which had to be quickly redesigned to use AMC’s existing overheadsix which, due to emissions equipment, proved not all that fuel-ef cient, damaging Pacer’s reputation.
Like Mazda, NSU was already too committed to the Wankel to simply drop it, so the two-rotor engine continued in the Ro 80. A series of warranty problems over the years hurt the Ro 80’s reputation so that, even though it remained in production through 1977, only some 47,400 Ro 80s were ever produced in the car’s decade of production. It’s a pity, because these really are nice cars, if you don’t mind periodically rebuilding an oddball engine.
We didn’t think we’d be able to check current pricing on used Ro 80s, but a quick search on the internet located a very-restorable, almost-rustfree (but non-running) 1972 model with just 54,000 miles at an asking price of $9,950. So, although they’re as rare as hen’s teeth, they are still available. It might take some looking, though. Myself, I recommend nding the nicest example possible and buying it instead of restoring one. Parts will be hard to nd, and many mechanics would shy away from an off-brand such as NSU.
However, if you want one, go for it!
If miniature cars designed for kids were eligible for AACA Nationals, Phil Stofanak’s Wee Folks Wagon would t in the Driver Participation Class.
“I cleaned it up, because it was lthy,” Stofanak said. “I put the batteries in, I put the handbrake handle on, oiled up the wheels and the steering mechanism. The windshield post was out, so I just slid that back in. It didn’t really need anything. It’s so simple.”
And “simple” is the right word, despite the fact that the Wee Folks Wagon was advertised in 1958 as “the electric auto with more of everything!” With its 50-inch wood-and-metal body riding a 31-7/8-inch wheelbase, its passenger capacity was listed as “4 children or 1 dad & 2 kids.” With that in mind, Stofanak realized after seeing it mentioned online that it would be the perfect gift for his grandson, P.J. IV. The owner was local and was asking about its identity, Stofanak recalled, so a few respondents replied that it had once been owned by a restaurateur whose kids drove it around Nazareth, Pa., on the sidewalks.
That was just a few miles from Stofanak’s home, so he asked whether the car was for sale. It was, the owner set a price and he agreed, but heard nothing more about it.
“A couple of months went by,” he said, “and he must’ve been going through some things. He said, ‘I’m sorry, I never got back to you on this. Are you still interested?’ I said, ‘Absolutely.’ So I drove down there with my little utility trailer and brought it home.”
With a starter motor powering the rear wheels via a chain, he said, the Wee Folks Wagon’s mechanical needs were addressed with some new wiring, cleaning of switches and a pair of fresh six-volt batteries, but he soon found that advertising was somewhat optimistic when it claimed that the car “runs all day” before an overnight recharge.
“It’ll go an hour,” he said, “but it depends. My grandson likes to start and stop. He likes to put it in forward, go backwards. He’s going to be living through electric cars, he’s going to have to learn a little bit about them.”
The Wee Folks Wagon shares a limited-range problem with modern electric cars, but that wasn’t a concern in 1958, because its builder, Grant and Grant of
Los Angeles, knew it was for kids and long-distance travel wasn’t the purpose. Instead, its advertising cited the important points such as the fact that it was “sturdy” with a “low center of gravity … clean, quiet” and “can move 200 lbs.” Another ad gives the capacity as 250 pounds and promises that it was “not too fast to be dangerous” with its speed set at 5 mph. It was the “latest, most practical, safest for Junior.”
“The thing that kind of surprised me,” Stofanak said, “is that it cost something like $300 back in 1958, so it was not a cheap toy. That was a lot of money for a Christmas present in 1958. It was for the af uent. There’s no way my dad would’ve bought something like that for me.”
In today’s dollars, that works out to $3058, but in 1958, it undercut the somewhat comparable Eshelman Sport Car by $37. For $300, the Wee Folks Wagon came equipped with its own charger and was delivered ready to run with its two batteries, forward-reverse selector, “puncture-proof” tires and even a key. A
metal bumper of sorts protects the lower body, which is mostly plywood with the dashboard and part of the rear section fabricated from metal.
“Obviously, somebody painted over that body,” Stofanak said, “but it’s nice that they kept the logo. There’s supposed to be a spiffy chevron on the front of these, which mine does not have. It must’ve been painted over.”
The chevron actually is there, under the paint, and it’s barely visible in just the right light, but like other details, that isn’t very important to Stofanak’s grandson. At six years old, he has other priorities.
“He drives it around,” Stofanak said. “He pulls a trailer with it. He loads things on the trailer, packs them down with a bungee cord, drives around and
tries to back up, goes sideways. I tell him, ‘You’ve got to learn to do that.’ ‘OK. I’ll just go forward, no biggie.’ He has a ball with it.”
He’s not the only one.
“I do t in it,” his grandfather confessed. “I do drive it around.”
As it affects our beloved old-car hobby, we’re witnessing the decline of an essential element. Granted, collectors still collect. The auction action is alive and well. As usual, old cars are briskly bought and sold, but it seems as though there’s less hands-on restoration work being done these days. For professional auto restorers, it’s gloomy to think that our skills might not be passed along.
Apart from a few ne trade schools, the early-start vocational training that so many of us fondly recall is fading in favor of computer-based teachings. Rather sadly, exceptions are rare, but we do come upon them now and then.
Out here in Montana, Flathead High School (gotta love the name) continues to offer industrial arts courses. In one big, old building, students are honing their fabrication and mechanical skills. In the center of it all, there’s even a paint booth!
As Flathead High School’s auto shop teacher, Rob Hunter has been at work there well over 20 years — and so has a class-project ’28 Ford Model A Tudor. We’re told the project began quite differently; it was originally based on an ’80s GM intermediate chassis. Through the years, however, it’s been re ned. In fact, as a result of student efforts, it’s showing great potential to be a nicely nished hot rod.
The Tudor body is now at home atop a properly boxed Model A frame, with a dropped ’beam axle and a 10-bolt GM differential bringin’ up the rear. Its current engine and transmission are the basic 350/350 combination from a wrecked Chevrolet — all freshened up over time by students.
With the school’s Auto 2 and Auto 3 courses simultaneously in session each weekday, Mr. Hunter is spread thin with an over owing plate. For the hot rod project, students could use a little extra guidance. That’s where the Glacier Street Rod Association (GSRA) comes in.
We think the number of supporters will grow, but at the time of this typewriting, there are ve GSRA members involved. Greg Greene, Darrell Graves, Mrs. Rotten, and yours truly are
Making use of the auto shop’s gantry crane, Mr. Greene is coaching students through the safe and proper removal of the project’s existing rear end.
Here, Mr. Hunter gives initial instructions for the job at hand. The class will be replacing this rear end with a more-desirable GM Positraction assembly.
basically there as “rodding consultants,” if you will. GSRA’s Chris Martin (our NAPA parts store rep) has joined in as well, and NAPA’s parts contributions have been enormously helpful. As a feel-good experience, this is all quite-rewarding.
Now through the lens of the “digital Brownie,” let’s have a look at the ongoing project. These’ll just be random shots of ying sparks and ashing arcs, but through the haze, you’ll likely see some hope. From the looks of things here, there is hands-on hope for our hobby after all.
We knew the number of supporters would grow, and before yours truly could even get this story submitted, the number grew — again!
GSRA member Kevin McRae is also active in the Funseekers Corvette & Yacht Club. This group’s regular get-togethers rotate to different localities throughout the state of Montana. They’re known for their charitable fund-raising, and as it worked out, there was a little extra treasury left toward the end of 2022. When Mr. McRae mentioned the Flathead High School Auto Shop, his Corvette clubmates concurred to sponsor a $1,000 cash donation for the ongoing hot rod project.
In a nutshell, this is old car hobby insurance. There’s always something we can do, whether it’s taking a kid to a car show, or teaching a kid to weld, grind, pound, paint or whatever it may be. Before the dust settles, it’s up to us. Let’s pass those skills along.
ABOVE: When it comes to hot rod fabrication, you can’t have welding without a certain amount of grinding. Since the new bracket will show, it’ll need to look nice.
LEFT: For this story’s rst installment, we’ll conclude right here with coil-over shock brackets, hairpin brackets and the modi ed panhard rod bracket welded in place.
EAST MOLINE, Ill. — After its second year at the Bend XPO Center, Mecum Auctions’ Gone Farmin’ Fall Premier tractor and truck auction seems to be set on cruise control as a successful and productive xture in the collectible vehicle auction world. While not Mecum’s nal auction of the year (that honor falls to its collector car auction in Kansas City on the rst weekend in December), with the cold hand of winter descending down upon the Quad Cites area again, it certainly felt like a last call of 2022 for many buyers in attendance.
As it has been the case for over half a decade, Gone Farmin’ is not just about selling farm tractors. There is a truck segment on Thursday, the rst of the three days of this event. There were also some cars on the docket Thursday, and no-sales were re-ran on the other two days after the tractors. (Three lots re-ran on Friday and another three on Saturday.) Proving that the show works best when you stick to the script, only two of those six where hammered sold on the second trip across the block (and both were on Friday).
Yet Mecum is known for post-block persistence, and here it got them to within one average truck sale from garnering $1 million in sales ($986,400 on the hammer, to be precise). While Mecum sold just 59 of the 91 trucks consigned (down 20 percent from last year’s 84.7 percent sales rate), the 575 sales out of 608 tractors consigned – for a strong 94.5 per-
cent sales rate – helped bring total sales to $5,665,837.
Last year (and at its spring auction at the Bend XPO Center), the trucks and tractors were driven across the block. This year, the staff elected to only sell the vehicles off the monitors. This way the doors on either side of the podium stayed closed and the building stayed warm. With the pandemic closures over the last nearly three years, buyers have become used to bidding on a vehicle that’s not directly in front of them, and at least the vehicles were all on site for bidders with boots on the ground to inspect. Maybe Ma Nature will be kinder for Gone Farmin’s next sale here this coming spring, from March 23-25.
What seems to be a regular feature of the Fall Premier sale is a rare Minneapolis-Moline UDLX crossing the block, and this event was no exception. Intended to be both a tractor and something of a car — with a full cab and a 40-mph top speed — it was a phenomenal op in the late 1930s tractor market. However, in the early 21st Century, it’s a highly coveted vehicle, and the 1938 example at Mecum was exceptionally well restored and worthy of its $200,000 hammer price. It was the top sale overall of the weekend.
As for the top-selling truck, there was no doubt in anyone’s mind that it was a TRUCK. The restored and personalized 1964 Kenworth K825 cab-over-engine semi-tractor hammered for $80,000. On the opposite end of the sales spectrum was a rather rough-for-wear 1951 Chevrolet model
4100 1-1/4- ton that had been a water tanker; it managed to fetch $900. Between were a myriad of trucks — and cars — that had something for most folks’ interest or pocketbook
4-dr cab-over-engine semi-tractor. Condition #4, sold for $20,000. This truck was custom built as a crew-cab for Dana Corp. to use in testing the noise levels for its transmissions. Currently tted with a Detroit Diesel Series 92 V-8 engine, a nine-speed main transmission, and a four-speed auxiliary. Original and faded graphics. Retains the original “White Freightliner Custom Engineered for Dana Corporation” plates on both front doors. Wears a 1986 Michigan fuel tax sticker on the front passenger’s door. The original but moderately worn interior features four bucket seats with plenty of room on the engine tunnel for mounting test equipment, based on the holes drilled into it. Since it was used for noise testing, it does not have a fth wheel. Instead, heavily weathered sound insulation material was added over the top of the frame and the exhaust was re-routed to the back of the truck with a single upwardly pointed pipe. Additionally, both rear differentials are also wrapped in sound deadening material. Considering that any old crew cab truck in the last decade has been selling quite well in the market, it wasn’t too much of a surprise that a purpose-built crew cab semi sold for this sum. Indeed, some would call this well bought, yet with everything needed to keep a vintage semi fully functional (and that without the fth wheel, you won’t be able to justify and expense as a eet promotional or work truck), I’ll call this a correct sale for what must be a one-of-one truck.
4-dr 3/4-ton wagon. Condition #3, Sold for $17,000. This Suburban was built at the Janesville, Wis., plant and sold new in Wisconsin. However, it wasn’t a rusty, crusty example from use in the heavily salted Badger State roads. It showed 34,867 miles and it certainly looked the part. The most untoward
thing about it is a missing horn button. Otherwise, the wellequipped ’Burban was in pretty decent shape. While a heavy host of options isn’t that unusual for one of these (as this was built with air conditioning, towing package, tilt steering, a locking rear differential, power tailgate glass, and full gauge package), it was more off the beaten path for having a fourspeed manual transmission behind the small-block 350-cid V-8. Considering the continued strong interest in all things “Square Body” — including GMCs that get passed-by for those wanting nearly identical Chevys — this was actually not too bad of a buy overall. There was a lot to like here.
2-dr 1/2-ton pickup, Condition #3, Sold for $29,000. Body prep and paint won’t win it any concours awards, but this truck still looks good to the untrained eye and is nice
sold. Unlike the ’32 Ford B pickup, this one didn’t get in better condition. Instead, it’s degrading from its older restoration while it was part of the Hayes Museum in California. When I saw it at Indy, the nish on the wood was quite respectable. Here, in East Moline, it’s somewhat weathered and starting to ake off. Otherwise, it hasn’t degraded much from May. Both then and now, the very basic solid rubbertired truck is more of what I’d call a “threshing show driver.” That’s not at all a knock on it, as folks at threshing shows can actually see it running and working as originally intended, rather than being a piece of static museum sculpture. While the no-sale bid was rather outlandish (and probably not backed by money), the actual sale here is not a bad deal at all, especially if you always wanted to be the man (or woman) who owns one.
for a driver. Little has been added; just a clamp-on mirror to the driver’s door and step plates on the running boards. Decent-looking urethane nish on the wood ooring in the box. Basic re-upholstery work on the seats is good enough for a driver. For regular readers, if this truck seems familiar, it is — it was declared sold at $26,000 a month ago at Mecum’s sale of Elmer’s Auto and Toy Museum in Fountain City, Wis. Now that it runs, I suspect that this is more of a case of a dealer ipping it rather than a deal unwinding and Mecum bringing it here to move out. If it’s the former, there isn’t much margin in waking up and ipping prewar pickups. The reserve was met with the nal bid, meaning that, if it was a x-and- ip, at best, the ipper broke even between parts, labor, plus transportation from there and then to here. For someone who appreciates an old truck in the slow lane of life, the buyer could do a lot worse, as it’s now a turn-key driver.
Open-platform 1-1/2-ton stake bed truck. Condition #3, $20,000. Another repeat offender from another Mecum Auction this year – in this case, the Spring Classic in Indianapolis in May, where it was reportedly bid to $45,000 and not
1/2-ton roadster pickup. Condition #3, $13,000. This nal-year Model T was restored several decades ago, and has seen its share of use since. The economy-grade repaint has heavy edge wear on the hood and moderate chipping on the edges of the doors. Has re nished wood pickup bed oors, with access door cut in for the modern battery. The accessory MotoMeter was put on backwards, with the front facing the driver (at least pedestrians in a crosswalk can tell if the car is running hot). Old engine repaint with surface rust starting to take hold. Modern safety glass tted for the windshield. Top and seats reupholstered well enough around the time it was repainted. Reproduction rubber ooring. Dust on the undercarriage is more from sitting than driving. While general interest in model Ts has been picking up in recent years, it’s basically a case of “the older the T, the more it’s worth” (especially early brass-radiator examples versus the later painted-radiator-shell years). Yet the exception seems to be these 1927s, as they’re the “most modern” of the series. Being a roadster pickup helps even more, so call this market correct, and a pretty decent buy.
1-1/2-ton K26 (an open cab re truck) Condition #3, sold for $27,000. K27 (a wood-bodied express) Condition #3, sold for $19,000. It’s quite rare to see an Indiana at auction — let alone two. These were from a father/daughter restora-
tion team who had a fondness for the trucks originally built in Marion, Ind. The atbed/express-bodied example was restored rst, having been featured in several historic truck-focused magazines and a video series after it was completed a little over three decades ago. Since then, it’s started showing its age with some paint chipping around the hood, a crack in the driver’s side vent window glass, and cracks in the sideboard wood, subsequently cracking the paint over it. However, the original wood-framed cab is quite sound and the doors t well.
The re truck is not a pumper, but an equipment-and-hose carrier. Fittings on it are marked “USFACo,” but no builder’s plate was found on the body. It is believed to have been used by the Dover, Dela., re department, with a photo from the era showing it or a twin ghting a re. It was refurbished more recently, and subsequently hasn’t really unwound from its restoration. While given a good repaint, the paint on the headlight buckets is heavily scratched from being hit by the butter y hood. Some of the emblems were replated, but still with pitting in the base metal. Both trucks were offered at no reserve and saw opening bids of $10,000. While the re truck easily zoomed up to $27,000, the cargo truck took more effort to get bids to advance it, nally hammering sold at $19,000. Some may think of them as well sold, some others well bought. I feel they did what they were worth — even as one of the few truck brands that was named after a state.
1953 Chevrolet Series 3800
1-ton truck with Daybrook dump body. Condition #3, sold for $10,250 Titled off an old, fabricated tag on the cowl (likely an asset tag from the original owner) instead of the serial number on the frame and the factoryattached weight rating tag; as such it
sold with a “non-conforming VIN” announcement. Fitted with a 2-yard Daybrook utility body with hydraulic hoist. Given a driver-grade repaint in medium green several years ago that generally looks presentable. Both doors t well. Seat was recovered about the same time, but is in black rather than the original brown like the upper door panels. Stock 216-cid six, repainted in light green, backed by a granny-low four-speed manual transmission. Overall, a little different from the run-of-the-mill Advance-Design Chevy pickup that you can put to work on the property once in a while. While bidding seemed to be at an impasse at 10 grand, Mecum rules were invoked: the seller said that he’d drop the reserve if the truck was bid over $10,000, so the auctioneer told the high bidder that if he’d bid $10,250, it would be hammered
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2-dr coupe pickup. Condition #3, sold for $37,000. Considering how strong the ’59 Chevy market has been for the last two years, I was initially surprised that this sold for what might seem to be a relatively low price. However, checking out the details tells another tale. While this has a V-8 serial number, the Tri-Power-fed 348-cid V-8 under the hood — with an obscured stamping pad — looks to be a parts special (as the dipstick is on the left, like a truck 348, and has a modern alternator). Color-change repaint in red from the original Aspen Green. That paint is also starting to go at on most surfaces. The interior was redone reasonably well with a reproduction Impala seat and carpet kit in red, changed from the original green (since a red interior was not originally offered in a 1959 El Camino). The lower rear corner of the driver’s door window is also heavily cracked (meaning it’s worse below the glass seals). So, overall, it’s more of a case of the market’s current infatuation with the “Batwing” ’59s that made it sell this well.
1-ton pickup. Condition #4, $25,000. That left a mark! One thing that you really don’t want when you send a car or
truck to auction is for it to get damaged in transit. This one must have broke loose in the trailer (or the trailer ipped over), as it’s got heavy damage on the right side. Judging by the undamaged left side, this had a pretty good restoration a few years back – although the left front wheel well opening is uneven. Exposed body ller on the right side (and lots of it) con rms that the fenders have been heavily reworked. Undamaged bumpers, box, tail gate, hood and reupholstered interior. Cracked driver’s door glass, which can’t open due to a healthy dent in the right rear top of the cab. Fitted with a modern fabricated aluminum gas tank hung under the frame in the rear. Decent job of detailing under the hood. I gure that it will cost almost as much to x this as what someone paid for it, but at least they have a better handle on what’s going into a restoration repair and refresh — which does have value.
2-dr 3/4-ton 4x4 pickup. Condition #3, $24,500. Powered by a 351H V-8 with an automatic transmission. Options include power steering, power brakes and AM/FM stereo radio. Fitted with aftermarket alloy wheels shod with radial tires. Repainted in the original Jade Green Metallic, but not done really well (there’s some overspray, masking miscues and an overall light, blistered texture on most upper panels). Original brightwork shows some pitting, fade and/or scuffing — including the dealer badge from the now-shuttered
Brookdale Ford of Brooklyn Park, Minn., where it was sold new. Plastic-insert bed liner shows moderate wear. Door t is not all that great. The stock seat has been replaced with a later-model Ford power bench seat in stock gray cloth. Shift collar is in gray rather than the original black. Generally stock engine, with heavy road grime. This is one of the late-1977 non-highboy examples after the F250 went from having a divorced transfer case to one that’s married to the back of the transmission. The former style is highly coveted in the marketplace (and always has been), while the latter newer con guration has interest and values of a half-ton 4x4 pickup. As such, this sold well enough based on the halfbaked repaint and some questionable parts swapping.
2-dr milk truck. Condition #3, sold for $52,000. Titled with an Iowaassigned VIN. This was a sale that came out of nowhere. Granted, vintage step-vans have seen an uptick in interest and value (due to the generally strong vintage truck market, and as platforms for food trucks). However, this one surprised a lot more folks here than just this correspondent. One thing that helped this truck gain interest from locals was that it was done up in livery from the former Micheel Dairy — a xture in the Iowa side of the Mississippi River (the Quad Cities area). More refurbished than restored, it still had the stock athead four-cylinder engine. The repaint is more function over form, with plenty of sloppy masking lines and overspray — which is more accurate for a eet truck in daily service. The solo ip-up seat and parcel shelf on the right side was redone in industrial black vinyl. The steering wheel has multiple cracks. The cargo compartment has galvanized paneling and a newer wooden oor. I gured that this would hammer for $25,000 to $30,000, but I was proven wrong by roughly double that, as it became the third-highest truck sale here.
2-dr HT, modi ed. Condition #3, sold for $23,000. Yes, a few cars did sneak into this auction. Most of them — including this Mustang — were from The Shewry Collection. Very little remains stock on this car (essentially just the doors and roof, as far as the body goes). The fenders are ared slightly, the rear fascia and trunk lid have an integral rear spoiler and it’s tted with an aftermarket hood with scoop. The repaint wasn’t too bad when rst sprayed, but now some years later, the body ller is cracking in a few places (mostly around that integral rear spoiler). Older replacement tinted windshield. Piecemeal chrome replacement and replating, with a faux Shelby grille. Originally powered by a two-barrel
crankshaft and camshaft, it also used four-cylinder heads and two carburetors from the V-6 among the other shared parts. While it put out a seemly modest 250 hp, the 630 lbs.-ft. of torque is what paid the rent. Not only was this an option in COE and conventional GMCs (most survivors today were originally re trucks), but the original U.S. Air Force Minuteman nuclear missile transporters were powered by these beasts. Overall, this COE bene tted from a very competent restoration, from clearance lights to tires. Considering the price of gas this year, the purchase price is one the cheapest aspects of owning this truck. Still, for having V-12 bragging rights for something that your Packard and Jaguar buddies will never guess is their peer, this was a pretty decent buy.
289 V-8, it now has an indeterminate-size small-block Ford bristling with aftermarket performance components. Seats and door panels redone with reproduction vinyl. Warped replacement dash pad. Well- tted modern carpeting. Fitted with modern air conditioning, sound system, add-on center console and aftermarket small-diameter steering wheel. Before the pandemic, a two-door hardtop Mustang was a hard sell, trading at $10,000 to $15,000, especially if it was personalized/modi ed. Today, this one had no problem exceeding its $19,000 reserve, and is actually high retail market correct, even if it’s just a driver.
2-dr cab-over-engine semi-tractor. Condition #2, sold for $22,000. If you think “overkill” is not just a word but a way of life, this is your truck. Back when GMC was “the TRUCK division of General Motors,” rather than just a rebadged Chevy, Jimmy did a few things that nobody else in the industry did. This was one of them. From 1960 through 1965, GMC made a gasoline-fueled V-12 truck engine that was essentially two 351-cid heavy-truck V-6s married together. While the 702-cid V-12 used a mono-block and a huge
2-dr 3/4-ton step-side pickup. Condition #3, sold for $7,000. With Ford pickups now matching — and occasionally exceeding — values of Chevy pickups from the 1960s, Dodge pickups are nally also moving up in interest and value. Some may say it’s just “all boats rising with the tide,” yet the long under-appreciated MoPar pickups are as tough as nails with the same easy-to-repair or upgrade engines as Dodge cars. This example has “the Leaning Tower of Power” 225-cid Slant Six with a push-button automatic transmission (same as a 1964 Dart). It wears a decent repaint in Omaha Orange. If it wasn’t for the modern aftermarket spoke wheels, it would look like it should have highway department lettering on the doors. The seat was redone with generic pleats in the black vinyl. Non-stock carpeting replaces the original rubber ooring. It’s missing a headliner, so the overspray from the repaint is very evident on the ceiling of the cab. Never tted with a radio, as there’s no holes for one in the dash or for an antenna on the body. Overall, this barebones pickup reminds us of when pickups were all business without frills— which is becoming rarer each day, even on vintage pickups. If you value economical basic work transportation over ash, this was well bought. A year from now, this might be viewed as an outright bargain and a potential pro table ip for the buyer.
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STORY AND PHOTOS BY AL ROGERS
Cincinnati, Ohio, native Tom Kobman specialized in Corvette restorations for decades, then decided to take on a project far out of his wheelhouse. The change came in 2009, the year in which he purchased a 1962 Buick Invicta Estate Wagon and began a body-off-frame restoration to concours standards.
Upon successfully “day viewing” the 1962 Invicta station wagon, Tom shifted gears, opting to permanently move on from Corvette restorations and into restoring rare station wagons. After the Invicta, Tom found a 1968 Chevrolet Impala station wagon with a factory-installed 396-cid V-8. The car
could be had at a reasonable price, but required a body-off restoration. Undaunted, Tom pulled the trigger on the rare bigblock Chevy wagon and it was soon on his rotisserie, getting the complete restoration treatment.
The 396-packing 1968 Impala station wagon may have been relatively rare, but its scarcity couldn’t compare to his next discovery and purchase of a station wagon that is so rare, he never even knew it had been built by Chevrolet.
Back in 2013, during one of his regular late-night internet searches, Tom came across an automobile on eBay that
stopped him in his search. When he saw the listing for a 1973 Malibu SS station wagon with a 454, he couldn’t believe his eyes. He said he didn’t know Chevrolet had produced such a vehicle and asked to himself, “Is this for real?”
Tom started digging and discovered that Chevrolet did produce a Super Sport variation of the Chevelle Malibu station wagon, and yes, some of them were equipped with the big-block 454-cid V-8 engine. As he leaned back in his of ce chair, he found himself enticed at the thought of getting into a bidding war over the car. Then reality set in as he thought to himself, “Now’s just not the right time for this — I have
to nish the ’68 Impala wagon before taking on another big restoration project.”
Upon wrapping up the 1968 Chevrolet Impala 396 station wagon restoration in 2015, Tom began looking for his next project. He entered “Station Wagon for sale” in the search bar of his internet browser and scrolled through the rst page of results, but nothing caught his eye. It wasn’t until he came to the third page that he stumbled upon an advertisement that made him pause. The ad was for a 1973 Chevrolet SS 454 offered for sale by Auto Barn Classic Cars’ Concord, N.C.,
TOP: The 1973 Malibu SS in coupe or station wagon form featured a blacked-out grille with “SS” badging.
BELOW: New lower-body striping was a feature of all Malibu SS models in 1973, while “SS” badges returned to the front fenders. The new Turbine I wheels were made of urethane backed by steel and were standard fare on the ’73 SS.
location. At rst glance, the car looked identical to the station wagon he discovered on eBay back in 2013. After further reviewing the car, he determined it was, indeed, the same.
He soon learned that, in that 2013 eBay auction, the SS station wagon had been purchased by a buyer in Tennessee, who gave it a minor cosmetic makeover, then contracted Auto Barn
Classic Cars to sell it on consignment. Realizing lightning rarely strikes twice, Tom decided to inquire about the wagon. After talking to the salesperson, he and his wife, Cathy, ew to Concord in order to thoroughly inspect the car. On Sept. 15, 2015, Tom and Cathy examined the SS wagon. After seeing it in person, Tom knew it needed a major restoration.
Everything in the advertisement had been pretty accurate — the car was a 40-footer, at best, but in running order. Tom and Cathy were given a ride in the car, but were not allowed to get behind the wheel and drive it themselves. Tom thought that was somewhat peculiar, and he did not immediately agree to purchase it.
After seeing the SS station wagon in person, Tom and Cathy remained interested, but left Auto Barn Classic Cars without coming to terms on its purchase. They drove to the nearby Concord airport for their return ight to Cincinnati, and while waiting to board the plane, Tom decided that nding another 1973 Malibu SS wagon would be nearly impossible. He called the salesperson and agreed to purchase the station wagon. Something told him this car was extra special, and he shouldn’t let it get away. The car arrived at their shop in Cincinnati two weeks later.
The 1973 Malibu SS station wagon was produced at General Motors’ Freemont, Calif., assembly plant, then shipped to an unknown dealership in that state. Eventually it ended up in Idaho, and although Tom knows little about his car’s history, he’s able to con rm that it spent most of its life there.
To date, neither the car’s original build sheet or window sticker has been located. Tom reached out to many resources in
the GM and Chevrolet communities in hopes of nding factory documentation for his car, but hasn’t had any luck so far. However, to those who question whether Chevrolet actually built an SS station wagon in 1973, Tom need only open the 1973 Chevrolet Chevelle and 1973 Chevrolet station wagon brochures. On page 10 of the Chevelle brochure, Chevrolet advertises the availability of SS equipment on the Malibu station wagon. On page 16 of its 1973 station wagon brochure, Chevrolet illustrates the SS version of the Malibu station wagon and lists its standard features: a black- nished grille with SS emblem; lefthand remote control and right-hand manual sport mirrors; SS emblems on the fenders, door trim, steering wheel and tailgate; bright roof drip molding; lower body and wheel opening striping keyed to the body color; special instrument cluster; special rear stabilizer; and the new 14x7-inch “metal-look” urethane Turbine I Wheels, which were backed by steel.
1973 would be the rst — and last — model year in which Chevrolet offered the Super Sport station wagon. Estimated production numbers range from 1,200-1,500; at least one source has broken down its production gure to 1,361 built with the 350 V-8 engine and 71 produced with the 454 V-8 engine (the only two engines available in the 1973 SS). According to an independent researcher who tracks these cars, only 12 of the 1973 Chevrolet Malibu SS 454 station wagons are known to have survived.
In 1973, the Turbo-Jet 454 put out 245 net horsepower, and in the
Chevelle station wagon line, was available only with the Turbo Hydra-matic automatic transmission; in the 1973 Chevelle/Malibu line, Chevrolet reserved the four-speed manual transmission for coupes only
This car is equipped with 21 factory options including the SS package, the also rare third-row seat, AM/FM stereo radio, power windows and door locks, air conditioning and the 454 V-8 engine with factory-installed California emissions.
Tom and Cathy’s SS station wagon is further equipped with the Turbo Hydra-matic automatic transmission (the fourspeed was not available in Chevelle/Malibu station wagons during 1973), the 2.73 rear axle and G70-14 Firestone tires.
Of cially, Tom’s restoration of the ’73 Malibu SS 454 station wagon began in 2017. A complete, body-off-frame restoration to concours standards was done at the Kobmans’ shop in Cincinnati. The car was disassembled down to its sheet metal shell and its paint was chemically stripped. Tom says he simultaneously disassembled the car and stripped its paint; as the chemical stripper was doing its work on one piece of sheet metal, a non-sheet metal part was removed, bagged or boxed, and tagged. Cathy was on hand to help with the entire process.
After the body was disassembled and chemically stripped, it was inspected for wear and damage, such as rust and dents.
The entire driver’s side quarter panel was replaced, while the passenger side rear quarter panel required a partial panel replacement. Buddy McKnight handled the welding and installation of the quarter panels using newold-stock sheet metal.
Tom and Cathy removed both original front fenders and the passenger side rear door and replaced them with NOS components. The car was then taken to Bob Siegrist, who handled the body and paint work at his private shop.
The Malibu SS station wagon was painted its factory Chamois color with Dark Argent SS stripes using base-clearcoat urethane material.
The frame was stripped clean, repainted and restored with new suspension and rebuilt mechanical components. Most of the electrical system was replaced with the work done at the Kobmans’ shop.
When most people think of a Chevrolet Super Sport, they think of an Impala SS convertible or a Chevelle SS coupe — not a four-door. However, the very rst Super Sport was originally offered on any 1961 Impala model, and that included the four-door. Chevrolet’s 1961 “The Chevy Impala Super Sport” brochure even illustrated an Impala SS Sport Sedan four-door hardtop on the cover (top illustration).
Unfortunately, there are no known 1961 Impala SS fourdoors known to exist, and that probably explains why Chevrolet didn’t again offer a four-door Super Sport for several years after that rst year the SS was available.
For 1962, the Impala SS returned, but could only be had as a Sport Coupe or convertible. The Super Sport was then added to the one-year-old Chevy II compact in 1963, and in 1964, the brand-new mid-size Chevelle line included the Malibu SS — all available as either Sport Coupes or convertibles only. Both SS models joined the Impala SS, which was likewise available only as a Sport Coupe or convertible.
In 1969, the Impala SS saw its swan song. The Chevy II eventually became solely labeled a Nova, and a Nova SS two-door remained available well into the 1970s.
For the Chevelle/Malibu, one of the most famous Chevys to carry the racy SS monicker, the end came in 1973. That year, Chevrolet introduced a completely redesigned mid-size Chevelle/Malibu line with new Colonade roof styling, and with it, the new Laguna version of the Chevelle.
The Laguna model of Chevelle came amidst high insurance premiums for performance cars and strict emissionsreducing mandates by the government, both of which pushed manufacturers to focus on automotive experiences other than horsepower, such as luxury and European car-inspired handling. As the top-of-the-line 1973 Chevelle, the Laguna
received a urethane front bumper cover that was color-keyed to the body, and a matching color-keyed rear bumper that was otherwise the standard Chevelle type. Although Chevrolet still offered a six-cylinder and a 307-cid V-8 in the mid-size line for 1973, only the 350 or 454 V-8s were available in the top-line Laguna. All Chevelle/Malibu body types were available in the Laguna line: coupe, sedan and station wagon.
Working up the chain toward the 1973 Laguna, the base mid-size Chevrolet was the Chevelle Deluxe, then the slightly upscale Malibu, which was bested by the performance-oriented Malibu SS, the latter being just below the top-line Laguna. In addition to being offered as a station wagon (bottom illustration), the 1973 Malibu SS was also offered as a Sport Coupe, a perennial favorite in the Chevelle/Malibu line (with its 1973 redesign, there was no longer a mid-size Malibu or Chevelle convertible).
For 1974, Chevrolet shufed the mid-size Chevelle/ Malibu line again and the Laguna completely replaced the Malibu SS. Available only as a Sport Coupe, the Laguna for 1974 became the Laguna Type S-3 and wore a restyled color-keyed urethane front bumper cover. If there was any question that the Laguna Type S-3 had replaced the Malibu SS, one need only look at the Laguna S-3’s lower body stripes, which were directly borrowed from the 1973 Malibu SS, and the “S” in “S-3,” which was of the same font used in the 1973 Malibu SS.
Although there was no longer a Chevelle or Malibu SS after 1973, a Chevellebased El Camino SS trudged on through the 1970s and into the 1980s, the period in which the Monte Carlo SS returned. Chevrolet occasionally rekindled the SS monicker thereafter, the most notable example being the black 1994-’96 Impala SS sedan, but few of the subsequent SS models (Trailblazers, Cobalts, etc.) could compare to those from Detroit’s original muscle car heyday.
transmission and rear end rebuilt locally and installed them at his shop.
Tom considers himself a “purist restorer,” meaning he likes his cars restored to how they were built at the factory. He stayed true to that philosophy on the 1973 Malibu SS station wagon restoration and was very careful to restore all of its features to how they worked and appeared when the car rolled off the assembly line. He used more than 160 new-old-stock parts during the ’73 SS station wagon’s restoration. However, Tom notes the most challenging part of the restoration was trying to correct design, assembly
and installation issues with those NOS parts, which didn’t always t well.
The restoration was completed in 2021, about four years after it was started. During the process, Tom and Cathy had to work through the COVID-19 pandemic and other unexpected issues. Yet they stayed the course, and the result is an award-winning 1973 Chevrolet Malibu SS station wagon that is considered to be one of the best examples on the planet. It received major awards from the Antique Automobile Club of America (AACA) and the Muscle Car
The “SS” badge may look out of the place on a station wagon tailgate, but it belongs there. There may be a Chevelle script on the tailgate, but Chevrolet referred to its mid-size Super Sport as the Malibu SS in 1973.
and Corvette Nationals (MCACN) in 2021 and 2022. Anyone who’s familiar with MCACN knows it takes a special muscle car to get invited twice, let alone two years in a row.
When this 1973 Malibu SS station wagon appears in public, most people stand back, then walk around it for a while. After studying it, they sometimes ask, “Did GM really produce this?” Tom proudly informs them that, yes, it’s real, and it was produced during the 1973 model year only.
“Rarely do I encounter a person who really knows what it is, and that it’s the real deal.”
Harbor Freight Tools has introduced three new jack stands to its pro-grade DAYTONA line: the 22-Ton Heavy-Duty Jack Stands with Locking Pin, 12-Ton Heavy-Duty Ratcheting Jack Stands, and 3-Ton Jack Stands with Circular Pads.
All three new jack stands are built to the highest standards on the market and meet or exceed all current standards under The American Society of Mechanical Engineers’ Safety Standards for Portable Automotive Service Equipment (ASME/PASE).
All DAYTONA jack stands are available in-store and online at www.harborfreight.com.
Ideal for larger vehicles, such as trucks, trailers, and tractors, these 22-ton Jack Stands can safely support up to 44,000 lbs. The jack stands are constructed from high-grade steel and have a 1 in. to 1-1/16 in. diameter, easy-to-use steel locking pin for added security. With a lift height range of 13-7/8 in. to 19-7/8 in., they can be quickly adjusted to three different positions at three-inch intervals. The rigid body and 11-in.-wide base provide additional stability and strength, as does the large V-shaped saddle. The jack stands weigh 75.89 lbs., are 19 in. high and 11 in. long.
These 12-ton Heavy-Duty Ratcheting Jack Stands support up to 24,000 lbs. and are designed with industry-leading features, including a high-quality, self-locking steel ratchet bar and a double-locking mobility pin for additional security.
The jack stands feature heavy-duty solid steel body panels, welded-in braces for extra reinforcement and cross-seam welds to provide strength and durability. The stands are ideal for vehicle repair work and have a lift height range of 19-3/4 in. to 29-3/8 in.
The professional-grade 3-ton Jack Stands with Circular Pads protect a vehicle from damage during use and can safely support up to 6,000 lbs.
The removable circular pads feature at-top rubber saddles that provide 360-degree protection from damage to the vehicle. With 10 adjustable height positions and a lift height of 13-13/16 in. to 21-13/16 in., these jacks have an anodized post and a heavy-duty, reinforced steel base for extra strength. Locking steel pins allow the user to quickly lock the stands into position.
JJ’s Rod & E-Z Firewall Rubber Boots wants to help you stop the hot air coming in around your shifter and steering column. Often overlooked or missing, the rubber seal is important to keep you cool and dry while leaving the heat and elements outside, where they belong.
The company currently offers rubber boot seals for 1958-’64 Chevrolet passenger cars steering columns at the rewall, as well as 1958 Chevrolet passenger car rewall steering column rubber boot seals and mounts.
For more information visit www.jjsrods.com, or call Jeff Johnson at 704681-1357. Contact via email jeff@jjsrods.com
The new, high-powered Hydroshot combines two 20V MAX Lithium 4.0 Ah batteries to deliver pressurized water up to 725 psi. This is more than 11 times greater than the water pressure produced by a standard garden hose and nozzle. When attached to a standard garden hose, the 40V Hydroshot conserves water by using only 1.1 gallons-perminute (gpm). It’s also designed to draw water through a 20 ft. accessory hose (included) from fresh water sources, including lakes, rivers, pools or buckets. An adjustable oat on the accessory hose acts as a bobber to keep the intake from reaching sandy or muddy bottoms.
As part of the WORX 20V Power Share Program, Hydroshot’s removable batteries are compatible with more than 35 other WORX lawn and garden and DIY tools. This battery-sharing capability results in signi cant savings and convenience.
The WORX 40V, 725 psi Power Share Hydroshot ULTRA Portable Power Cleaner(WG649, $369.99) is available at worx.com.
Daniel Mahn had a really nice Ford Torino that he liked a lot.
When he had the opportunity to swap the car even-up for a Torino he liked even better, though, he just couldn’t say no.
About 20 years ago, the South Milwaukee, Wis., resident came to the Iola Car Show with the idea of maybe shopping for a new Torino. Not only did he nd one, but the guy who had it was willing to make a trade — saving Mahn the trouble of having to sell his own car.
“I always wanted to have a big-block convertible. I had a 1969 Torino with the formal roof. It was red with black and it was all restored and everything,” Mahn says. “So I was at Iola with a buddy of mine, and he was out in the car corral and he knew what I was looking for. He said, ‘Hey, there’s two of them out there.’ So I walked out there and found this one and talked to the guy who had it. He didn’t really want to do
the deal, but later that night we went back to our hotel room, and he was staying in the same hotel and got to see my car; he decided he wanted to do the deal. He wanted to do a trade.
“He was a dealer out of Minnesota, and my car, being red with the black, it was ‘resale red,’ as they say, and he probably thought it was easier to sell. So he was more interested in that. I don’t think he really knew what he had with this car.”
On the return trip home, Mahn found himself behind the wheel of a nice 1968 Torino GT convertible. Not only did he get the big-block that he was after, but he also got a much rarer car. Of the 100,384 Torino GTs built for the 1968 model year, only 5,310 were ragtops. And a ragtop with a big-block 390 was an especially good catch, as far as Mahn was concerned. And to top it off, it was a convertible with air conditioning!
“It was a very solid car. It needed a paint job from being out in the sun, and the interior was kind of baked,” Mahn noted. “We tore it apart that fall, and over the winter we restored it, and as we were tearing it apart, we found out it was a numbers-matching engine and transmission. And everything was there for it. We had the interior out of it and found the original build sheet and found the codes and everything was
photos’68 Torino GT is a sweet ride that’s even better as a convertible!
correct for the car, and everything was all original. Even the air conditioning was original.”
Mahn says he has yet to see another car in the esh that resembles his Torino GT — a Diamond Blue exterior, white top, two-tone blue interior and black GT striping. It’s doubtful he will. “I bump into one or two [’68 Torino GT convertibles] in the Milwaukee area where I live, but only a couple, and they are modi ed. This is original, so it’s rare.”
Quiz a Ford fan sometime and see if they can name all the models FoMoCo offered in 1968. There were quite a few: Fairlane, Falcon, Falcon Futura, Galaxie, LTD, Mustang, Mustang GT, Thunderbird and new-for-1968 Torino/Torino GT (bonus points if they remember the entire truck line: Ranchero, Bronco, F-Series and Econoline Club Wagon and Van).
The 1968 Ford Torino GT was the sporty version of the Fairlane 500 and was based on that model. The Torino GT actually came in three versions. Model 65D was the twodoor hardtop, which sold for $2,768.17, weighed 3,194 lbs. and had a production run of 23,939 units. The convertible— Model 76D—was much rarer. Prices for the ragtop began at $3,020.40 and it tipped the scales at 3,352 lbs. in showroom stock condition. The real image car was the Model 63D two-door fastback, with its $2,742.84 window sticker, 3,208-lb. curb weight and 74,135 units produced. Dubbed the “SportsRoof” by Ford, the hardtop fastback had lots of buyer
appeal in its era.
Fairlane standard equipment included government-mandated safety equipment, a 200-cid six or a 302-cid V-8 and 7.35 x 14 tires. The standard Torino models (sports coupe, sedan or wagon) added wheel covers and an electric clock The sporty GT included all this plus a vinyl bench seat, a GT handling suspension, argent-silver styled wheels with chrome trim rings, F70 x 14 wide-oval tires, GT body stripes, a gray GT grille, GT nameplates and a 302-cid/210-hp V-8. Power brakes were required if the optional 390-cid big-block V-8 was ordered.
The 390-cid engine came in two versions. The 265-hp edition with a single two-barrel carburetor added just $78.25 to the price of a Torino V-8. The 325-hp four-barrel version was $158.08 extra and also required an extra-cost transmission (either the heavy-duty three-speed at $79.20, a four-speed manual at $184.02 or Ford’s Select Shift Cruise-O-Matic at $233.17).
Real muscle car lovers were probably more interested in getting a Torino GT with a 427-cid/390-hp V-8. It was a $622.97 option for all Fairlane two-door hardtops ,and you could not get it with Select Aire air conditioning, power steering, a 55-amp generator, a heavy-duty suspension or optional tires as extras, either, because it didn’t make sense or these options were already required.
Motor Trend (December 1967) tested a 1968 Torino GT SportsRoof and liked most things about it, except the vision
Mahn was thrilled to nd a convertible with the 390-cid V-8 under the hood. A four-barrel carburetor was added to what was originally a two-barrel car. Inside, this ’68 Torino GT has twotone low-back bucket seats, a unique four-pod dash gauge design and a console for the C-6 automatic shifter.
to the rear with the radical fastback styling. Other minor criticisms were made, but the overall impression was positive. “The new breed of super car from Ford is a full step ahead of its ’67 counterpart,” the magazine concluded.
The test car had the 390-cid fourbarrel engine, which developed 335 hp at 4,800 rpm and 427 lbs.-ft. of torque at 3,200 rpm. It had a 10.5:1 compression ratio, three-speed manual transmission and 3.25:1 rear axle. Motor Trend reported 7.2 seconds for 0-to-60 mph and 15.1 seconds at 91 mph for the quarter-mile.
Ford products captured over 20 checkered ags in NASCAR stock car racing during 1968, with Torino driver David Pearson taking the overall championship. In USAC competition, Ford pilot A.J. Foyt was the top driver of the year. Benny Parsons and Cale Yarborough also made Ford racing history this year, driving Fairlanes and Torinos in ARCA contests. A specially trimmed Torino convertible paced the 52nd Indianapolis 500.
Mahn was tickled to nd a big-block ’68 convertible, and even more thrilled that it was an original, unmolested car. It needed some work to look its best again, but for a car he believes had been driven more than 100,000 miles, he said the Torino GT was in remarkable shape.
“I believe it was an Oklahoma car originally, and it ended up in Minnesota. And then the guy from Minnesota brought it to Iola to sell it, and it’s been to Iola the past 20 years now,” Mahn says proudly. “It has over 100,000 [miles], but I didn’t have the exact mileage. The engine was still strong. We only had to freshen up the heads and timing chain and gears in it.
That was about it.
“It’s got the air conditioning; the courtesy package, which has the different lights for the seat belts and some other lights… It’s a bucket [seat] car, console, automatic C-6/390 GT…. It’s got the power top with the glass window in back It was originally a two-barrel car. I did change that over to a four-barrel just to get better performance. That’s the only thing I really changed… The rims on it now are from the ’68 Torino Pace Car. I found a set of those Kelsey-Hayes rims and put those on there. I still have the original rims.”
One of the reasons Mahn says he heads back to the Iola Car Show every July is just to give himself a reason to road trip in the beautiful Ford convertible. And when he gets to the show, he gets to celebrate another year of ownership.
“I love driving it. The thing is a great cruiser. You can take this thing down the road all day, no problem, and it’s just fun because it’s a convertible. With the top down, you can enjoy the summer,” he says. “This is de nitely just a ‘one-hander.’
I’ve never had a car that was just so smooth and drove so straight and everything. It’s just a fantastic driving car.”
Mahn laughs off the idea of ever making another Torino-for-Torino swap. He doesn’t ever expect lighting to strike twice, and he says he’d have a very hard time nding a Torino that he likes as much as the one he already has.
“I couldn’t nd anything to replace it. It’s a rare car and you don’t see ’em. You see the formal roofs and the fastbacks, but you just don’t see the convertibles. I have a 23-year-old son who says this is his car. I have a ’66 Mustang also, and he’s actually driving that now. But he says if anything happens to Dad, this is his car!”
Three decades without moving explains the thick coat of dust and several at tires, but it also accounts for this 1971 Continental Mark III’s overall good condition. Now let’s see if we can get it started after more than 30 years of slumber.
Relying on the belief that “it’ll probably start” and crossing my ngers for good luck just didn’t seem like the best approach to reviving my 1971 Continental Mark III.
My father bought the Continental in his rst shift away from Cadillacs since the early 1950s, and was generally happy with it. Although not his
everyday car, the Continental eventually accumulated about 80,000 miles before he stopped driving it when the problems it developed nally became suf ciently annoying. At that point, it was parked in the garage and ignored. In its last few years on the road, the car was licensed and insured, but did little more than go out once a year for its state inspection. Even that ended in
1991 when it was reduced to a hiding place for Christmas presents.
About three years ago, I decided that it was time to bring the Continental back to life. My own area of experience corresponds closely to my main area of interest (the age of atheads), and since I’m a rm believer in knowing one’s limits, the smartest move I could make was to enlist the help of an
expert. Bob Tokarczyk and I have had our share of adventures over the last 50 or so years, and in his profession as a mechanic, he’s solved problems for me that were beyond my skill level. He’s also proofread technical articles to make sure my explanations were correct. Who better to help with the necessary technical advice and expertise in getting the Continental back on the road after its long slumber?
The ailments that had pushed the Continental into retirement were its transmission that continually leaked, no matter how many “experts” worked on it, and the series of new replacement carburetors that similarly made no improvement to its drivability. The good news was that neither was insurmountable, and more importantly, neither would prevent the car from running again.
With that in mind, I removed the spark plugs and found that they showed no hint of oil or any other problem, but that obviously didn’t tell us whether the engine was stuck.
There was no deadline on the project, so I began by dropping a small amount of Marvel Mystery Oil into each spark plug hole. It seems as though there are as many product choices for cylinder lubrication as there are restorers, but I’ve seen Marvel Mystery Oil work, and my technical advisor supported my choice. For roughly the next year, I repeated the process about once a month and used that time to acquire everything necessary for a tune-up in addition to belts, hoses, lters and, critically, a new Edelbrock carburetor. Not only was that one of Tokarczyk’s rst recommendations, but several restorers well acquainted with big Fords of the era said exactly the same thing.
We’d start with turning the engine by hand, and that required removal of the fan and its shroud, which proved to have been damaged when someone missed a safe jacking point. With the shroud set aside to be repaired later with JB Weld, the plan was to turn the crank with a socket at the end of a bar several feet long. Tokarczyk made sure that the socket didn’t slip off to damage the radiator, and with the leverage provided by the bar and my own 6’2” height, the engine turned with no indication that it had actually been stuck.
With a plywood shield in front of the radiator for protection, we turned the crank through about 10 complete revolutions that day. The plywood meant I could work without an assistant, so we removed the valve covers and Tokarczyk watched the valve train as I turned the crank.
“We had all the rockers moving,” Tokarczyk said, “not to mention how clean it was inside. It’s spotless inside, no sludge, nothing. The motor’s absolutely awless inside.”
The oil looked fairly clean — no surprise since my father had always perfectly maintained his cars — so Tokarczyk recommended against changing it on the outside chance that the pump might lose its prime in the process. As I barred the engine through 10 revolutions each
day (helped along with more Marvel Mystery Oil over the next two weeks), I could see the engine oil reaching the valve trains, which were all working ne.
Removing the original carburetor was simple, but installing the replacement called for some work. A small nub on the intake manifold was ground down to provide clearance, and a plate was installed to block the choke stove no longer needed for the Edelbrock.
“We’ll set up an electric choke and it’ll work better than that old one ever did,” Tokarczyk said. “We still have to modify the linkage.”
Before temporarily setting up an electric fuel pump to feed fresh gas to the carburetor, we reinstalled the valve covers with replacement gaskets,
• Inspect vehicle to make sure its mechanical components are 100% present
• Keep a fully charged fire extinguisher handy
• Begin by removing the spark plugs and lubricating the cylinders through the spark plug openings
• Check for fluid leaks (coolant, fuel, oil, transmission fluid, etc.)
• Drain and refill fluids; check for fluid leaks again and address any leaks
• Remove and clean and repair or replace fuel tank; do not run vehicle on fuel older than six months
• Check hydraulic brake system for pressure and leaks; replace necessary parts (shoes, pads, wheel and/or master cylinder, etc.)
• Inspect wiring for damage
• After lubricating the cylinders via the spark plug openings, use a wrench to turn the crank in order to determine if engine is free or seized
• If the engine is free, re-install spark plugs
• Install new battery
• Consider rebuilding or replacing the carburetor and fuel pump before firing up the vehicle for the first time
• Run engine only on fresh fuel to avoid causing serious damage to the fuel system and, possibly, the engine
• Check the exhaust system for visible damage and wear (rust holes, punctures, broken welds, etc.) and replace leaking exhaust parts before driving
• If engine is free but does not start, inspect ignition and fuel systems
• Once running, inspect engine and areas around it engine for leaks (oil, coolant, exhaust, etc.), listen for worrisome sounds, watch oil pressure gauge or warning lamp for signs of low oil pressure, shut off engine if anything seems awry and address problems before restarting
• Tune up engine
• Replace tires before the vehicle is driven on road
When the fan shroud was removed to make room for turning the engine by hand, it was found to be cracked at the bottom. Further inspection showed that there had once been an attempt to jack the Continental by something other than the frame.
hooked up the new battery and spun the engine several times via the starter. Tokarczyk sprayed carb cleaner into the intake, and I put in the old spark plugs since we only wanted to see whether it would start. We got our answer when I turned the key and more than three decades after it had last run, the Continental red up almost instantly.
“It ran on ve or six,” Tokarczyk said, “and then it started cleaning up. Then we put a set of spark plugs in it and went through the wires and the cap and I cleaned the points. That was when it started running a lot better.
“The rest we really didn’t go through; old points, old condenser, old coil. We’ll install a new cap and rotor, new wires and new plugs. The new coil is going to be a lot better than the one that’s on here now. It probably is (factory), it worked. How good is it? Who knows?”
After we knew it would run at least moderately well, we carefully tried the transmission and found that the car would move in forward and reverse. It was more good news and not completely surprising.
“If it was sitting outside,” Tokarczyk explained, “I’d have had my doubts. It’s on a concrete oor, the car’s always been cared for, and other than the transmission problem, it wasn’t put away because of some bad failure that would make it stop running. He could’ve kept driving it as long as he kept putting uid in it.”
It might not seem that we accomplished much by making the car run and move a few inches in each direction, but appearances can be deceiving.
“We know it runs and we had it running long enough to go through a couple of heat cycles,” Tokarczyk said. “It’s not
blowing any smoke out, so I’m pretty condent that the head gaskets are good. So the next thing we’ve got to decide is, by the numbers, what are we going to do next.
“We’ve got to start with the brakes.”
That means everything from the master cylinder to the wheel cylinders and hardware. The cooling system and fuel system will follow and, after that, the transmission leak will be corrected at last. Suspension components will be replaced as needed, and then we’ll move onto the vacuum lines, power steering and air conditioning.
“We’ll see whether the headlight doors work,” Tokarczyk said, “the heater motor, wipers, things like that.”
The Continental’s interior needs little more than some serious cleaning. Its gauges and radio work as they should, and even the electric locks for the seat backs automatically released the rst time I opened a door after installing the new battery. The car needs only minimal bodywork, and the vinyl top is perfect under all of the dirt, but before dealing with any of that, it needs to be back on the road.
“We’re worried about getting this to be a driver rst,” Tokarczyk said. “All of the other stuff is secondary … I want to see it run. I promised your mother she’d get a ride in it.”
BY JOHN GUNNELL
Media blasting cabinets can be purchased from any number of brick-and-mortar retailers, swap meet vendors or catalog houses. They are impressive-looking devices with holes in the front for attaching rubber gloves, doors on the side (and sometimes liftup fronts), large glass windows to see inside, air pressure gauges, hoses to get compressed air to the proper places, foot pedals that are stomped on for air pressure, and large dust collectors with lter bags inside to catch debris.
The media blasting concept is simple. Fill the cabinet with blast media ranging from gentle glass beads to more aggressive aluminum oxide, and the compressed air forced through the hoses and blasting gun directs the media against the parts in the cabinet, stripping them of rust, dirt, paint, primer and body ller to get a clean part. Depending upon the roughness of the media, the part may end up with a smooth, shiny surface (with glass beads), or a gray color and slightly rough texture (with other media).
Chances are good that the rst time you blasted with a brand-new cabinet, you were amazed by how fast the metal became clean. You watched the media
virtually erase unsightly debris from old parts. The view through the inspection window was clear, and you could see where the most blasting was needed. It was a positive experience.
Later, you noticed that it was getting harder to see through the inspection window. Then, you realized that your “eraser” wasn’t doing the job it once did. Some parts wound up with hard black grease residues that the blast media didn’t seem to remove. You could no longer see a
steady stream of media ying out of the gun. Later, you could sense that some really rusty spots on the parts weren’t cleaning up as well as they once did.
A drop in blasting ef ciency can get noticeable after a while, and several hobbyists have reacted with some creative solutions. One man, who had worked all his life as an engineer, cut a hole in the back of his media blasting cabinet and mounted a sandblasting tank in the opening. It works great. Another British car
hobbyist devised an elaborate “self-cleaning” dust-collection system to automatically deposit debris into a plastic bucket.
Blasting ef ciency decreases, because media blasting cabinets need regular service to maintain top performance. After many sessions of bombarding steel and cast-iron parts, all media starts to break down. It becomes more of a powder than an abrasive, and it needs to be replaced. A trap door at the bottom of the cabinet can be opened to release the old media. Be certain to close the door before adding new media. And don’t add too much media. You need just enough to cover the pickup tube or hose, but not so much that the media load gets so heavy that the media doesn’t blow around inside the cabinet.
You want the media blowing around a bit, but when it does, it will scratch the glass inspection window if the glass is unprotected. This is done with protective plastic sheets that are heavy enough to tolerate the media (for a while). Of course, these sheets will also eventually get scratched, so plan on replacing them on a regular basis.
Replacement plastic sheets should be the same dimensions as the glass inspection window. The glass is usually held to the opening by a metal frame that ts around it. The frame has a couple of holes drilled in it, and these are lowered over threaded studs that stick up from the cabinet and hold the glass in the proper position. Drop the frame over the studs and reinstall the wing nuts that are used to secure the frame.
Some media blaster makers recommend taking the twopiece dust collector (actually a large plastic or metal canister) apart and cleaning it every time the media blaster is used. Most shops probably don’t clean the dust collector that frequently, but the job should still be done about once a month if you blast fairly often. The lter bag inside should be cleaned on a regular schedule, too, and probably replaced yearly or sooner. (Follow the guidelines provided by the cabinet manufacturer.)
Blasting guns also require regular attention. Abrasive media being forced through the gun’s “barrel” under pressure can
eventually turn the round opening in the barrel into an irregular shape, affecting the ow of media. Usually, the barrel is held in place by little screws that can be loosened or tightened with an Allen wrench. Every few weeks, loosen the screws and slightly rotate the barrel so it lasts longer.
Clogs in the pickup tube, hoses and gun are another problem that can arise. Maybe you blasted a part that had fabric or rubber remnants attached to it. These can clog passages and can also contaminate the media. Avoid blasting such items; nd a way to remove the fabric or rubber remnants before blasting the metal part. Any foreign matter attached to a part — including dirt and grease — can contaminate the media. Use a wire brush attachment on a die grinder, cut-off tool or rotary tool to remove those “petri ed” black grease spots before placing the part in the media blaster.
Dave Wallendal of Metal Finishing Supply Co., Inc. in Waukesha, Wis., (www.metal nishingsupply.biz) is a vendor at the Jefferson Swap Meet and Car Show in Jefferson, Wis. He makes sales and service calls at shops around the Badger state.
Wallendal was asked to check out an older, very large cabinet blaster that had been purchased from Eastwood (www.Eastwood.com) about 12 years ago. A large cabinet is nice to have, because large parts t in it. But the blasting ef ciency of this cabinet had dramatically dropped. Wallendal determined that the pickup tube and hoses were opping around in the cabinet and not properly sucking up media. He fabricated a bracket to hold the pickup tube in a better position in the media.
The Eastwood cabinet was loaded with glass bead media. Wallendal said this was a great media to use when working on car restorations, because threaded parts can be blasted without ruining the threads. Glass beads will also leave a smooth, shiny nish. However, they won’t remove material that is harder than the beads themselves. Glass bead media will also break down to powder faster than aluminum oxide or other media .
In addition to sales and service work, Wallendal sells blast cabinets and parts and supplies for them. But, even if you have a cabinet in your shop that’s of a brand Wallendal does not sell, he can supply various media, lter bags, guns and barrels, hoses, air pressure gauges and inspection window protectors. He’ll make your “eraser” erase again.
ome make little “boo-boos.” Some pull big ol’ “boners.” Call ’em what you like, we all make mistakes. Whenever we do, cheating might come to mind. Speakin’ of cheating, just the other day, while thumbing through some older photographs, a good example came to light.
Whether they’re original equipment or reproductions, early Ford outside door handles, such as these on our Deuce ve-window project, come with some mighty sharp edges. If they’re over-tightened, they’ll cut right through their dainty rubber pads. In this particular instance, one had cut deeply into the car’s new nish, creating a bubbled-up effect that showed in the paint. Although it was too late, the new door handles’ sharp edges did get led down smoother.
As painters go, I believe I’m extra-conscientious. Yet somehow, while turning a screwdriver during nal assembly, my eyeballs let me down.
No painter enjoys painting things twice. The idea of repairing this damage was somewhat less than exciting. Sure, we could feather, prime, prep, spot-repair and again clear the already cut ‘n’ buffed door, but wouldn’t cheating be worth a try?
Our handles and their rubber pads are Vintique reproduction items. Just like Henry’s own, the pads are pretty thin and they don’t extend far beyond the bezel portion of the handles. If there’d been another pad available, and just overall slightly larger, our little oops might’ve passed and gone unnoticed.
After searchin’ long enough, it became clear that the needed pads didn’t exist. With zero experience casting rubber parts, it was up to me to make my own. Research ‘n’ development commenced on the bench, with familiar materials such as polyester body ller, a can of that rubbery tool handle goo and the leading-brand aerosol cooking spray, which I was thinking might suf ce as mold release.
Before we go any further, let’s rewind to the part about aerosol cooking spray. That’s not a good thing to be using in a building that houses a spray booth. Under that same roof, we also had mechanical work going on, so I always tried to keep my coworkers aware of paint shop impurities. When I picked up the can of cooking spray, one of those guys noticed.
Meanwhile, back at the bench, mold-making continued. A small amount of polyester body ller was scooped into the trimmed-out bottom of a quart-size plastic mixing cup. Along with catalyst, a splash of resin was added for leveling.
For a usable plug of sorts, I shot some cooking spray onto a new Vintique door handle pad. Moving quickly, I made my negative impression by pushing the plug pad into the soft, curing ller. The third or fourth time was the charm, as the pushed-in plug pad came out fairly clean.
Like the smokin’ gun, here’s the sharp-edged handle that cut beyond its rubber pad. To the right is the bubbled-up damage. We could repaint, but, of course, we’d rather cheat.
With the plug pad removed, the cooking spray residue was chemically cleansed from the still-porous mold. Following that step, the outer edge of the impression required relief. A small piece of folded 80-grit sandpaper worked well to start. The relieved area was nal-shaped with 120-grit before urethane primer-surfacer was sprayed on the face of the mold. From there, wet prep began with 500-grit, and for slippery smoothness, I went ahead and shot it with a single-stage urethane topcoat.
The mold’s slick urethane nish would certainly ease the extraction of our new rubbery pads. Mold release would still be necessary, but since the face of the mold was no longer porous, cleanup would be pretty easy — in theory.
As you might imagine, the earliest prototypes didn’t turn out so well. As mold release, the cooking spray was working, but it had a texture that wouldn’t ow. Still observing my struggle, my coworker ’fessed up about some secret mold release — real stuff that he’d been hiding all along. That helped a lot, but other materials still required rethinking.
The rubbery tool handle goo was slow to stiffen and still too wimpy after nally drying. Plan B involved Duramix 4229, a quick-curing two-part urethane seam sealer. With that substitution, the bench became a pad factory.
Once cured and pulled from the mold, the larger pads required a little smoothing around the edges. They were also way too shiny. After a bit of sanding, they took a short ride in the ol’ bead-blasting cabinet and came out lookin’ good. Most importantly, we’d successfully cheated our way out of trouble — again.
As a size comparison, from left to right, we have a pair of stockdimension Vintique pads, and a pair of our own. Ours cover a slightly larger area — and our goof.
Earlier, we’d wondered how exaggerated pads would t in with actual-size surroundings. With space between, we’re good. Perhaps best of all, we didn’t have to repaint that door.
The urethane seam sealer cures extremely shiny. These photos are of the same pad, before ‘n’ after sanding the edges smooth. To the right, it’s been bead-blasted to curb gloss.
After searchin’ long enough, it became clear that the needed pads didn’t exist. With zero experience casting rubber parts, it was up to me to make my own. Research ‘n’ development commenced on the bench, with familiar materials such as polyester body filler, a can of that rubbery tool handle goo and the leading-brand aerosol cooking spray, which I was thinking might suffice as mold release.
Apr 19-22 CA, Plymouth. Camp Plymouth Military Vehicle Show & Swap Meet. 49er Village RV Resort and adjacent Amador County Fairgrounds. No admission or parking fees. No MV registration or fee. No vendor fee but all sellers must rent a campsite at either side of the event. Parking lot is at fairgrounds via gate by 18343 Empire Street. www. mvccnews.net, Chris Thomas (559)871-6507.
Apr 21-23 CA, La Jolla. 17th La Jolla Concur d’Elegance. La Jolla Cove - 1100 Coast Blvd. https://lajollaconcours.com/
Apr 30 CA, Half Moon Bay. Paci c Coast Dream Machines Show. Half Moon Bay Airport. World-Class Tricked-Out Cars and Trucks, Fantastic Flying Machines, Custom Motorcycles, Quirky Contraptions, Warbird Flyovers, Monster Truck Rides, Helicopter and Plane Rides, Unimotorcycle Drag Racing, Plus Bob Senz’ Big Cacklefest, a Mass Firing-Up of the Engines. 10am-4pm/. Admission $35 in advance, $30 at gate. https://www.eventbrite. com/e/482826074787
May 28 CA, Valley Center. Fallbrook Vintage Car Club Vintage Car Show. Bates Nut Farm - 15954 Wood Valley Road. 10am-3pm. Registration $35. Vend $70 call Gary 510-714-4004Admission FREE. www.fallbrookvintagecarclub.org/carshow/, registration ? Mike Simpson 442-444-0450, registration@fallbrookvintagecarclub.org
Jan 26-29 FL, Palm Beach. The Cavallino Classic. https://cavallino.com/palm-beach-cavallinoclassic/.
Feb 18 FL, Hawthorne. Second Annual Classic/ Muscle/Antique/Motorcycle, Car and Truck Show. Combined with the best Bar-B-Que on the planet. American Legion Post # 230 - 20370 Hawthorne
31st Annual
Road [State Road 20]. $20.00 entry fee for participants. 8AM-3PM. This is a fundraiser, as all proceeds go for our military veterans that have fallen on hard times. Ken Krug 954 646 1717
Feb 24-26 FL, Boca Raton. 15th Annual Boca Raton Concours d’Elegance. https://bocaratonconcours.com/
Feb 24 - 25 FL, Melbourne. All Makes Swap Meet (Friday & Saturday). All Makes Car & Truck show on Saturday ONLY. Craft Show on Saturday ONLY. Presented by the Mopars of Brevard Car Club. www.MoparsofBrevard.com, Penny Anderson, 321-727-1039, PAnder2211@aol.com, Tyler Alexander, 321-368-1999, talexander.mob@gmail.com
Feb 16-22 IL, Chicago.Inaugural “Retro Rides” experience. 90+ Klairmont Kollections Automotive Museum’s (KKAM) classic cars . Navy Pier’s Festival Hall. Tickets start at $15 per person (Children under 3 are free). https://navypier.org/retro-ridesklairmont-kollections-car-experience/
Feb 19 IL, St. Charles. 31st Annal Buick, Old, Pontiac, Cadillac Swap Meet and Car Corral. Kane County Fairgrounds - 525 S. Randall Rd. Vend Spots $45, Outdoor spots $25, Admission $7. Tony 847-5213130, www.bopcswap.com
Feb 26 IL, Wheaton. 81st Illinois Plastic Kit & Toy Show. DuPage County Fairgrounds - 2015 W. Manchester Road. 9am-2pm. Admission $7, Under 12 $3, 630-969-1847
Feb 25-26 IA, Monticello. 54th Annual O’Reilly Auto Parts Rod & Custom Cr Show. Monticello Berndes Center - 766 N. Maple Street. Galen Muller 319465-5119, www.rodandcustomcarshow.com
Mar 24-25 MD, Westminster. 53rd Annual Sugarloaf Mountain Region AACA Indoor/Outdoor Collector
8 AM to 2 PM
Kane County Fairgrounds 525 S. Randall Rd., St. Charles, IL
$7 public admission • $45 Vendor Spots Vendor setup Feb. 18 & Feb. 19
Large, Heated Building. Outdoor Spots too - $25. Contact Tony 847-521-3130 Email: bopcswap@gmail.com Website: www.bopcswap.com
“Where the East Meets the West” March 17-18, 2023 Friday & Saturday Mike or Susie Ersland (405) 224-9090 PO Box 562, Chickasha, OK 73023 www.pwsm.com
Auto, Truck & Motorcycle Parts & Swap Meet. Carroll County Agriculture Center - 706 Agriculture Center Drive. Call 301-674-5431 or email smraaca@aol.com
Mar 5 MA, Norfolk. Model A Ford Restorers Club of Massachusetts’ Marcom Annual Flea Market. Holmes Transportation - 22 Myrtle Street. 7:30 AM to 11:00 AM. All makes auto related ea market. Indoor spaces, with outside spaces also, if weather permits. $3.00 Admission, $20.00 per space. Dean Zwicker #508-285-3211, Zwhizzerman@aol.com
Apr 22 NJ, Egg Harbor Twp. South Jersey Mopar Connection at Chickie’s & Pete’s 2023 Spring Kick-O Car Show. English Creek Shopping Center - 6055 E. Black Horse Pike. $20 registration fee - day of show. All makes & models welcome. 609-226-3816, sjmoparconnection@gmail.com
Apr 29 NJ, Roebling. 13th Annual Roebling Museum Car Show. Roebling Museum-100 Second Ave. 9am to 3pm, $20.00 Day of show only. Registration Closes At Noon, Spectator Fee $5.00 (Includes Museum visit, under 12 Free) All years makes & models, foreign & domestic “Rat Rods” welcome. Info: Bobbi (H) 215-752-0484, (C) 215820-3276. or www.movinonkruzers.com. E-Mail movin’onkruzers@inbox.com
Feb 26 NY, Smithtown. Sunday VCR Annual Swap Meet. Brush Barn.am-2pm. $30 per table ,$5 admission Info Joe 631-473-3505
Feb 26 OH, Medina. Medina Indoor Auto Swap Meet. Medina County Community Center - 735 Lafayette. 8am-2pm. Admission $5, Under 12 FREE. 1-800-553-8745, www.allohioparts.com
website: www.greenvilleswapmeet.com
Mar 12 OH, Hilliard. The GTO Association of Central Ohio Annual All Pontiac Indoor Swap Meet. Franklin County Fairgrounds - 4100 Columbia St.Vendor Set-Up 8am - 9am, $20/space Open to Public 9am - 2pm, $5 admission. For Swap & Vendor Info: Rob Wilson (614) 519-1019, ro.wilson@att.net
Mar 17-18 OK, Chickasha. 33rd Annual National 1895-1945 Chickasha Pre-War Swap Meet. Mike or Susie Ersland 405-224-9090, www.pwsm.com
Mar 5 PA, Hamburg. Hamburg Automotive Swap Meet & Car Corral. Hamburg Field House - 127 S. Fourth St. 7am-2pm. Admission adults $3.00, children under 12 free. 610-823-4656, Lhedgehog1@aol.com
Apr 16 PA, Landenberg. Brandywine Regional AACA 2023 Swap Meet. New Garden Township Hall299 Starr Road. Vend Spaces $20 ea. Car Corral/ Display Spaces $15 ea. Dave Meyers 302-2301393 braaca1957@gmail.com
May 28 PA, Bristol. 8th Annual Nirvana Family Fitness Center Car Show. Nirvana Family Fitness 1222 New Rodgers Road (Rt. 413 one light south of I-95 interchange) 9am-3pm, $20.00 Day Of Show Only. All years, makes, & models welcome including “Rat Rods”. Registration Closes At Noon, Spectators Free. Vendors for more info please call, Bobbi (h) 215-752-0484, (C) 215-820-3276 or www.movinonkruzers.com, movin’onkruzers@ inbox.com
Mar 30-Apr 1 TX, Greenville. Greenville Swap Meet. Hunt County Fairground. Car Show/Corral Spaces $30 & $35, Prices increase $5 after March 15. Reg.gvlswapmt@yahoo.com, www.greenvilleswapmeet.com
Mar 30 - Apr 2 TX, Salado. 44th annual Texas Packard Meet will be held March 30 - April 2, 2023 in Salado, Texas. This is the oldest and probably largest regional Packard event in the country. It features an early bird social, tour, public display, parade, peoples choice completion, seminars, swap meet, and awards dinner. Go to texaspackardmeet.org for details
Feb 26 WI, Milwaukee. 57th Annual Greater Milwaukee Indoor Winter Automotive and Vintage Bicycle Swap Meet. 8am-2pm. Admission $7, Under 12 FREE.2626-337-0426, www.WIChapterMAFCA.com
Apr 28-30 WI, Je erson. 46th Spring Je erson. Jefferson County Fair Park - 503 N. Jackson Ave. Fri. 10-6, Sat. 6-4, Sun. 6-3. Admission $15. 608244-8416, www.madisonclassics.com
Jan 21-29 AZ. Scottsdale. Barrett-Jackson Scottsdale. WestWorld of Scottsdale. https://www. barrett-jackson.com/
Jan 24-28 NV, Las Vegas. Mecum Las Vegas 2023. South Point Hotel & Casino - 9777 Las Vegas Blvd. S. www.mecum.com
Jan 26 AZ, Phoenix. RM Sotheby’s Arizona Sale. Arizona Biltmore Resort & Spa. www.rmsothebys.com
Jan 27 AZ. Phoneix. Bonham’s Scottsdale. Westin Kierland Resort & Spa. www.bonhams.com
Jan 27-28 AZ, Fort McDowell. MAG Auctions Collector Car Auction. We-Ko-Pa Casino Resort - 10438 Wekopa Way. 1-888-330-0749, www.motorsportauctiongroup.com
Feb 1-2 France, Paris. Les Grandes Marques à Paris Sale, Grand Palais Éphémère. bonhams.com
Feb 10-11 FL, Lakeland. Lakeland Winter Collector Car Auction. Sun ’N Fun Expo Campus. 717-2467855, www.carlisleevents.com
Feb 10-11 WI, Tomah. Millers Auction’s Large TwoDay Auction. Advertising Signs, Clocks, Oil Cans, Thermometers & More. Opens 9am both days. Glenn Miller 715-299-2543, wisconsinjunk@ yahoo.com, www.millersauctionco.com
Feb 23-25 NC, Greensboro. GAA Classic Car Auction. 301 Norwalk Street. 855-862-2257. https://www. gaaclassiccars.com/
Feb 24-26 CA, Palm Springs. McCormicks; Palm Springs 74th Collector Car Auction. Palm Springs Convention Center - 277 N. Avenida Caballeros. www.Classic-CarAuction.com
Mar 2 FL, Amelia Island. The Amelia Island Auction. bonhams.com
Mar 3 CA, Amelia Island. Amelia Island Auction. inquiry@goodingco.com, 310-899-1960, www. goodingco.com
Mar 10-11 FL, Orlando. Vicari Auction at Dezerland Park Orlando. Collector Cars and Memorabilia. Opens 8:30am both days. Vicari Auction 504264-CARS (2277), info@vicariauction.com, www. vicariauction.com
Mar 18 ONLINE. 4th Annual Intermountain Online Classic Car Auction. Classic Car Auction Group https://www.classiccarauction.us/
WANTED: NASH-HEALEY, any year, any condition, top price paid. We will pick up from anywhere in the U.S. Please call Peter Kumar, 1-800-452-9910. E-mail: peterkumar@gullwingmotorcars.com 3970573
1917 Case T-17, 7 passenger touring car, very rare, only several known to exist, Complete ground up restoration. Senior Grand National First Place Prize in 1996. phone: 920-486-1771 email: berdahl@classicmechanicsgarage.com oc3283
WANTED DELAHAYE, any year, any model, any condition, top dollars paid, we will pickup anywhere in USA.Please call Peter Kumar at 1-800-452-9910 or email: PeterKumar@GullwingMotorCars.com 3970563
WANTED: SUNBEAM from 1900 to 1968, Tigers only; any condition, top dollars paid. We will pick up anywhere in USA. Please call Peter Kumar, 1-800-452-9910. Email: PeterKumar@GullwingMotorCars.com 3970644
WANTED: TRIUMPH TR2, TR3, TR4; any condition, top price paid. We will pick up from anywhere in the USA. Please call Peter Kumar, 1-800-452-9910. E-mail: PeterKumar@GullwingMotorCars.com 3970647
WANTED DUALGHIA, any year, any model, any condition, top dollars paid, we will pickup anywhere in USA. Please call Peter Kumar 1-800-452-9910 or email:PeterKumar@GullwingMotorCars. com 3970565
FEBRUARY 26th, 2023 81st ILLINOIS
PLASTIC KIT & TOY SHOW DUPAGE COUNTY FAIRGROUNDS, 2015 W. MANCHESTER RD, WHEATON, IL. 60187 9AM-2PM, ADULTS: $7.00 / CHILDREN UNDER 12YRS: $3.00 150 TABLES AVAILABLE, BUY / SELL / TRADE / OR JUST BROWSE, COME OUT AND HAVE A GREAT TIME, CARS, TRUCKS, AIRPLANES, MILITARY, FIRE, POLICE, MUSCLECARS, ALL SCALES, RE-LIVE YOUR CHILDHOOD MEMORIES FOLLOW US ON Facebook. PAST-TIME HOBBIES, INC. (630) 969-1847
BATTLESHIP LINOLEUM for runningboards and floorboards. Gray, black, brown and green. Cut to size.
Call for free samples.
511 Church Hill Rd Landenberg, PA 19350 610-268-3441 www.battleshiplinoleum.com
NCRS Schedule of Events for 2023 - Come see the Corvette shows that the National Corvette Restorers Society (NCRS) has to offer. Find the show details and information by visiting our website. Hope to see you there https://www.ncrs.org/ oc3278
9132
OF THE 40’s
The World’s Most Complete Supplier of 1937–1954 Chevrolet Car & Truck Parts.
Wiper Motor Electric 37-54 $257.25-$273. Wiper Motor With Linkage 53-54 $517.50$578.50. Wiper Intermittent Delay Switch ALL $95. Voltage Booster For Wiper Motor 6 to 12 Volt ALL $173. Wiper Motor Vacuum Rebuild Service ALL $176. Wiper Transmission 37,38,39-40, $285; 41-48 $250.
Wiper Transmission Retainer U Bracket 37 $23; 38-39 $20.25. Wiper Transmission Gasket 37,38-39,40,41-48,4952,53-54 $8.50. Wiper Knob 39 $14; 40-41 $9.5, 50 $20.
1937 Chevy - Barn find. Original paint. No floor rust but tail pan is rusted out.. Some dents but nothing bad. Very complete. Best project old car on the market today! Located in Arizona. Have title. Calls only, No texts or emails. 480-688-2345 oc3196
CHEVY CARS FOR SALE - WANTED 69 OR 70 ELCAMINO WITH OR WITHOUT MOTOR AND TRANSMISSION COULD BE FINISHED OR NEEDS WORK. 314-803-7971 oc3275
WANTED: ANY Chevy, any year before 1972, any model, any condition, top dollars paid, we will pick up anywhere in USA. Please call Peter Kumar at 1-800-4529910. E-mail:PeterKumar@GullwingMotorCars.com 3970597
WANTED: CHEVROLET Impala from 1958 to 1964, any model, any condition, top dollars paid. We will pick up anywhere in USA. Please call Peter Kumar, 1-800-4529910. E-mail: PeterKumar@GullwingMotorCars.com 3970584
Wiper Motor Gasket 53-57 $8.5. Wiper Control 37-38 $25. Wiper Control Link Grommet 39-41 $3.75. Wiper Motor Bushings Pivot Linkage 46-52 $3. Wiper Motor Pivot Linkage Retainer 36-48 $3; 49-52 $5. Nut 37-40 $8; 53-58 $4.75. Tool $15. Wiper Blade 29-38 $5; 39-48 $6.25; 49-54 $11-$19. Wiper Arm 31-40 $24.5, 41-48 $15.5, 49-54 $17. Wiper And Washer Hose Connector 3 way $.50. Wiper Vacuum Hose $1.50; 42-48. Windshield Washer Nozzles ALL $6. Windshield Washer Hose Kit 37-50 $30.75. Washer Coordinator 54 $150. Free catalog with first order! Over 800,000 parts in stock!
CHEVS OF THE 40’s 1605 NE 112TH ST. VANCOUVER, WA 98686 PH: 800-952-2904 www.chevsofthe40s.com
WANTED: CORVETTES 1953-1969,
please call. Alex Manos, 877-356-2365, CA; Email: continental5000@gmail.com FWC8039379
WANTED: DUESENBERG from 1900 to 1948, any model, any condition, top dollars paid. We will pick up anywhere in USA. Please call Peter Kumar, 1-800-4529910. E-mail: PeterKumar@GullwingMotorCars.com 3970668
WANTED: Duesenberg from 1900-1948, and model, any condition; top dollar paid, will pick up from anywhere in the USA, please call Alex Manos, 877-356-2365, CA; email: continental5000@gmail.com FWC11447021
1955 Ford Thunderbird - This 1955 Ford Thunderbird underwent a full rotisserie restoration, completed in the spring of 2020. The car has the 292 V8 (4 barrel carb) and 2 speed trans, and the engine and trans have been rebuilt prior to restoration. The electrical system has been updated to 12 volt, along with a new retro Bluetooth radio. The interior is all new along with the white soft top. This is a beautiful running car, ready to be driven! A cart for the hardtop storage is also included with the sale. phone: 920-486-1771 email:berdahl@ classicmechanicsgarage.com oc3281
call Peter Kumar 1-800-452-9910
email: PeterKumar@GullwingMotorCars. com 3970568
WANTED: LINCOLN from 1900 to 1957, any model, any condition. Top dollars paid. We will pick up anywhere in USA. Please call Peter Kumar, 1-800-452-9910. Email: PeterKumar@GullwingMotorCars.com 3970652
WANTED: 190SL, 230SL, 280SL, 250SL, 280SE coupes & convertibles, 220A cabrio & coupes, Gullwing, 300SL, 300S convertibles & 300S coupes, all 300 Series coupes, convertibles, sedans 500, 540K, 280SE coupes & convertibles, any classic Mercedes in any condition, we will pick up from anywhere in the US, top dollar paid, please call. Alex Manos, 877-912-0007, CA; Email: continental5000@gmail.com FWC8039402
WANTED: MERCEDES 300 Gullwing, 300SL, 300S convertibles and 300S coupes; 500, 540K, 280SE coupes and convertibles, 220A Cabrio and coupes; 190SL, 280SL, 250SL, 230SL; any classic Mercedes in any condition, all 300 Series coupes, convertibles, sedans, any condition, top dollars paid. We will pick up from anywhere in the USA. Please call Peter Kumar, 1-800-452-9910. E-mail: PeterKumar@GullwingMotorCars.com 3970680
WANTED: PONTIAC from 1964 to 1970, GTO, any condition, top dollars paid. We will pick up anywhere in USA. Please call Peter Kumar, 1-800-452-9910. E-mail: PeterKumar@GullwingMotorCars.com 3970643
WANTED: JAGUAR XKE S-I, S-II, S-III coupe and convertible; XK-120, 140, 150, MK-II, MK-IV, MK-V, SS; any year, any model, any condition, top dollar paid. We will pick up from anywhere in the US. Please call Peter Kumar, 1-800-452-9910. E-mail: PeterKumar@GullwingMotorCars.com 3970607
WANTED: JAGUARS, all XKEs, E-types and XK 120, XK 140, XK 150s, all roadsters and coupes, dead or alive, any condition, barn finds, abandoned projects, anything considered, top dollar paid; serious buyer will pick up from anywhere in the USA, please call. Alex Manos, 877-912-0007, CA; Email: continental5000@gmail.com FWC8039416
WANTED: MG-A, TA, VA, TD, TC, TF and any other classic British car, any condition, any MG s 1900-1962; top dollar paid. Please call Peter Kumar, 1-800-452-9910. Email: PeterKumar@GullwingMotorCars.com 3970612
WANTED: MGA, TA, VA, TC, TD, TF. We buy British sports cars in any condition, top dollar paid, serious buyer; will pick up from anywhere in the United States, please call. Alex Manos, 877-356-2365, CA; email: continental5000@gmail.com FWC8177198
WIRING HARNESSES: Authentic reproductions thru 1954 (wire, terminals, construction braiding) all with complete installation listing. All vehicles except: Ford, Lincoln, Mercury. Also selling wiring supplies, braiding service. www.harnessesunlimited.com Catalog: Harnesses Unlimited, PO Box 435, Wayne, PA 19087.
WANTED FORDS, Mustang from 1965 to 1970, Fastback and convertibles and any other Ford from 1900-1960, any condition, we pay top price of your car, we pickup from anywhere in the US. Call Peter Kumar 1-800-452-9910 or email: PeterKumar@ GullwingMotorCars.com 3970566
WANTED: MUSTANGS from 1965 to 1970, fastbacks and convertibles, in any condition; top dollar paid, serious buyer, will pick up from anywhere in the US, please call. Alex Manos, 877-356-2365, CA; Email: continental5000@gmail.com FWC8039420
WANTED: OLDSMOBILE from 1900 to 1957, any model, any condition, top dollars paid. We will pick up anywhere in USA. Please call Peter Kumar at 1-800-4529910. E-mail: PeterKumar@GullwingMotorCars.com 3970642
WANTED: PACKARD, any year, any condition, top dollars paid. We will pick up anywhere in USA. Please call Peter Kumar, 1-800-452-9910. E-mail: PeterKumar@ GullwingMotorCars.com 3970650
WANTED: PIERCE-ARROW from 19001938, any model, any condition, top dollars paid. We will pick up anywhere in USA. Please call Peter Kumar, 1-800-4529910. E-mail: PeterKumar@GullwingMotorCars.com 3970667
WANTED PORSCHE 356A, B, C & SC, 911, Speedster, any condition, top price paid, we will pickup from anywhere in the US. Please call Peter Kumar 1-800-452-9910, email: gullwingny@aol.com 3970557
WANTED: PORSCHE 356, 356A, 356B, 356C, 356SC, 911, dead or alive, any condition, barn finds, abandoned projects, anything considered, top dollar paid; serious buyer, will pick up from anywhere in the USA, please call. Alex Manos, 877-9120007, CA; Email continental5000@gmail. com FWC8041803
WANTED
J.J. Best Insurance Agency, 888.423.7846 has been a premier insurance provider specializing in collector car, boat and aircraft insurance. J.J. Best Insurance Agency, an independent insurance agency, is partnered with the nation’s oldest and largest classic car lender, J.J. BEST BANC & CO. J. J. Best Insurance Agency offers all major types of insurance for auto and property insurance. More than any other insurance provider in the US, we specialize in providing auto insurance that bundles seamlessly with our J.J. BEST BANC & CO. collector car financing as well as
aircraft and boat financing. Call 888.423.7846 or email, insurance@jjbest.com. Please visit www.jjbestinsurance.com to get a quote.| MG2623
Mobile Blasting - Mobile
we come to you!! Located in central NJ- we will travel. We do sand, soda, walnut shells, and glass beads. NON WARPING pick up and delivery service available. Priming also available. Call for details NJ DUSTLESS LLC njdustless@gmail.com 908-723-9991 oc3271
WANTED: Alfa Romeos, from 1900-1969 all classic and vintage cars, any condition, anywhere, top dollar paid; serious buyer; will pick up from anywhere in the USA, please call. Alex Manos, 877-912-0007, CA; email: continental5000@gmail.com FWC11431318
WANTED: ALPHA Romeo, 1900 to 1969, any condition, top price paid. We will pick up from anywhere in USA. Please call Peter Kumar, 1-800-452-9910. E-mail: PeterKumar@GullwingMotorCars.com 3970675
WANTED: Aston Martin DB2, DB4, DB5 and DB6, any Aston Martin, any condition. Top dollar paid, serious buyer; will pick up from anywhere in the USA, please call. Alex Manos, 877-912-0007, CA; email: continental5000@gmail.com FWC11431306
WANTED AUSTIN Healey 100-4, 100-6 and 3000, Mk.I, II and III, any year, any condition. Top dollar paid. We pick from anywhere in the US. Please call Peter Kumar 1-800-452-9910, email: peterkumar@gullwingmotorcars.com 3970553
WANTED BANTAM, any year, any condition, top price paid, we will pickup from anywhere in the US, please call Peter Kumar 1-800-452-9910, email: peterkumar@gullwingmotorcars.com 3970562
WANTED BMW 502, 503, 507, 327, 328 and Isetta, any condition, top price paid, we will pickup from anywhere in the US. Please call Peter Kumar 1-800-452-9910, email: peterkumar@gullwingmotorcars. com 3970558
WANTED: AUSTIN-HEALEY 100-4, 100-6 or 3000, MK I, II and III, in any condition; top dollar paid, serious buyer; will pick up from anywhere in the United States, please call. Alex Manos, 877-912-0007, CA; Email: continental5000@gmail.com 0-1000 FWC8039513
WANTED: Bentley from 1900-2005, any condition, top dollar paid; serious buyer; will pick up from anywhere in the USA, please call. Alex Manos, 877-356-2365, CA; email: continental5000@gmail.com FWC11431308
WANTED: BMW 502,503,507,327,328, Isetta, top dollar paid; in any condition, serious buyer; will pick up from anywhere in the USA, please call. Alex Manos, 877356-2365, CA; email: continental5000@ gmail.com FWC11431311
WANTED: BUGATTI
WANTED: DETOMASO, any year, Pantera, any condition, top prices paid. We will pick up from anywhere in USA. Please call Peter Kumar, 1-800-452-9910. E-mail: PeterKumar@GullwingMotorCars.com 3970673
WANTED: Excalibur top dollar paid in any condition, any model and will pick up from anywhere in the USA, please call Alex Manos, 877-912-0007, CA; email: continental5000@gmail.com FWC11446857
WANTED: EXCALIBUR, any model, any condition, top dollars paid. We will pick up from anywhere in USA. Please call Peter Kumar, 1-800-452-9910. Email:PeterKumar@GullwingMotorCars.com 3970678
WANTED: LAMBORGHINI from 1900 to 1989, 400-GT, Mura, Espada, Jarama, Countach, and any other Lamborghini, any condition, top dollars paid. We will pick up anywhere in USA. Please call Peter Kumar, 1-800-452-9910. E-mail: PeterKumar@ GullwingMotorCars.com 3970662
WANTED: Lamborghini, Miura, Espada, Jarama, Countach, all other Lamborghini; top dollar paid, in any condition, anywhere, serious buyer. Alex Manos, 877-912-0007, CA; email: continental5000@gmail.com FWC11446834
WANTED: MASERATI 3500 GT, Ghibli, Mistral, Indy, Merak, Bora, Khamsin, and any other Maserati, any year, any condition. We pay top dollar, and will pick up from anywhere in the USA. Please call Peter Kumar, 1-800-452-9910. E-mail:PeterKumar@ GullwingMotorCars.com 3970658
WANTED: MORGAN from 1900 to 1990, any model, any condition, top dollars paid. We will pick up anywhere in USA. Please call Peter Kumar, 1-800-452-9910. Email: PeterKumar@GullwingMotorCars.com 3970641
WANTED: Morgan top dollar paid, in any condition, anywhere, serious buyer. Alex Manos, 877-356-2365, CA; email: continental5000@gmail.com FWC11446917
WANTED: PEGASO, any year, any model, any condition, top dollars paid. We will pick up anywhere in USA. Please call Peter Kumar, 1-800-452-9910. Email:PeterKumar@GullwingMotorCars.com 3970670
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WANTED AVANTI, any year, any model, any condition, top dollars paid, we will pick up anywhere in USA. Please call Peter Kumar at 1-800-452-9910 or email:peterkumar@ gullwingmotorcars.com 3970555
9482
Studebaker & Avanti parts & repair, rebuild, restoration. Specialize in High Performance units and rebuilds. In business over 41 yrs. We seldom have to say NO 24K sq. ft. full. Hrs. 10a-6p EST 740-674-4897 OH spookys@1st.net www.myersstudebaker.com 9490 THUNDERBIRD
WANTED FORDS, T-Bird from 1955 to 1960, convertibles only, any condition, we pay top price of your car, we pickup from anywhere in the US. Please call Peter Kumar 1-800-452-9910 or email: PeterKumar@GullwingMotorCars.com 3970567 9491 THUNDERBIRD CARS
1900
Kumar, 1-800-452-9910. Email:PeterKumar@GullwingMotorCars.com 3970666
WANTED: DELOREAN, any condition, running or not; top dollar paid; will pick up from anywhere in the USA, please call. Alex Manos, 877-912-0007, CA; or email: continental5000@gmail.com 0-1000 FWC9430365
WANTED: DELOREAN, any year, any model, any condition, top dollars paid, we will pick up anywhere in USA. Please call Peter Kumar at 1-800-452-9910. E-mail: PeterKumar@GullwingMotorCars.com 3970591
WANTED: DeTomaso, any Pantera, any condition, anywhere, top dollar paid, please call. Alex Manos, 877-912-0007, CA; email: continental5000@gmail.com FWC11446835
WANTED: FERRARI 246, 250, 275, 330 365 Series, top price paid, any Ferrari from 1950 to 2006, any condition, will pick up from anywhere in the USA, please call. Alex Manos, 877-912-0007, CA; Email: continental5000@gmail.com FWC8039533
WANTED: FERRARI - 246, 250, 275, 330, 365 Series, all Ferrari s from 1950 to 2005, any condition, top price paid. We will pick up from anywhere in the USA. Please call Peter Kumar, 1-800-452-9910. Email: PeterKumar@GullwingMotorCars.com 3970671
WANTED: FIAT, Jolly and Topolino, any year, any model, any condition. Top dollars paid. We will pick up anywhere in U.S.A. Please call Peter Kumar at 1-800-4529910. E-mail:PeterKumar@GullwingMotorCars.com 3970579
WANTED: Fiat, Jolly, Topolino, any model top dollar paid in any condition, will pick up from anywhere in the USA, please call Alex Manos, 877-356-2365, CA; email: continental5000@gmail.com FWC11446863
FEBRUARY 26th, 2023 81st ILLINOIS
PLASTIC KIT & TOY SHOW
DUPAGE COUNTY FAIRGROUNDS, 2015 W. MANCHESTER RD, WHEATON, IL. 60187 9AM-2PM, ADULTS: $7.00 / CHILDREN UNDER 12YRS: $3.00 150 TABLES AVAILABLE, BUY / SELL / TRADE / OR JUST BROWSE, COME OUT AND HAVE A GREAT TIME, CARS, TRUCKS, AIRPLANES, MILITARY, FIRE, POLICE, MUSCLECARS, ALL SCALES, RE-LIVE YOUR CHILDHOOD MEMORIES FOLLOW US ON Facebook.
PAST-TIME HOBBIES, INC. (630) 969-1847
1931 Chevrolet 1 1/2 ton flatbed truck with hand crank Dump bed, straight 6 engine. Can start with electric, with backup hand crank start. Professionally restoration completed 6 years ago. ready for the next car show, parade, or great piece of rolling advertisement for your business. phone: 920-486-1771 email:berdahl@classicmechanicsgarage.com oc3282
1949 Chevy 3600, complete restoration completed 4 years ago by Mid West Classics in Wisconsin. Beautiful truck inside and out. Rear axle has been updated to a newer 14 bolt with 3:73 gears. This truck is ready for the next car show or weekend cruising! phone: 920-486-1771 email: berdahl@classicmechanicsgarage.com oc3280
Mobility issues affect over 1 in 5 Americans. These individuals, and their loved ones, know how decreased mobility can result in loss of independence, pain and falling hazards. They are often stuck at home, missing out on a variety of activities, in a vicious cycle that diminishes their quality of life. In the past, mobility devices like scooters and power chairs were too heavy and bulky to transport
for the aerospace program has been used to create the ultimate mobility device. It’s called the Journey Air Elite … and there’s nothing else like it on earth.
At only 26 pounds, the Journey Air Elite combines lightweight portability with world class performance. It’s simple to use joystick and powerful dual-motor drive system enables you to zip around quickly and safely. It’s easy to through doorways, and can go right up to a table or desk. Once you are done, just one pull on the seat handle folds it up. There’s a fold-down back to make it even easier to stow and store.
tires and rear antitippers for added convenience and safety.
Just imagine how this chair can improve your life and make it easier for loved ones and caregivers to accompany you to activities and events you would have missed in the past. Don’t spend another day stuck at home. Call today, and a helpful, knowledgeable consultant will help you get a Journey Air Elite of your very own. Don’t wait – call now!
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