I decided the time had come to get the front clip taken off the Wagon. I wanted to get the front frame cleaned up, and do the front end by the end of summer. I am shocked at how few bolts actually hold the whole front clip onto the ’58. 11 bolts, disconnect some wiring, and you can lift the whole front Clip (Dog house) off in one piece. It’s taken me longer to change the oil on a car than to remove the front clip on this car!
First I had to remove the front bumper with brackets attached. That was fine, except for the one chrome bumper bolt on each end of the bumper. They fought back pretty good. I had to sawzall them off.
I was without any help to lift the front clip off, so I had to tilt the front forward onto some large Foam cushions I had saved out of an old travel trailer I had gotten rid of years ago. They are a perfect for laying under vehicles to work on, and for cushioning large loads like this.
Next I will be removing the wiring from the front clip and saving it for future use. This front clip needs work. The front fender bottoms are rusty, and the hood is so badly rusted it is of no use. So either I will sell this old clip to someone who has nothing, or dismantle it, save parts and scrap it.
Back by popular demand (Ok, not really, I just like doing them.)
But I’m going to add a give-away on the end of each one.
On Aug 14 in 1877, Nicholas Otto gets a patented for his 4 cycle combustion engine.
From the ZweiRad Museum Otto’s 4 cycle engine.
On the same day Paris, France creates the first every license plate in 1893. Or was it? Sources agree that it in fact Paris, France but the date isn’t clear as some sources say it was Leon Serpollet of Paris, France, who obtained the first license plate in 1889.
A sad note on the very next day (Aug 15) in 1956 an early car manufacture ceased production. Packard closed its doors.
It was a Packard Caribbean
In 1984 on Aug 16, John DeLorean was acquitted of cocaine charges stemming from an alleged deal to help raise funds for the car company. He worked at Chrysler, Packard, GM (responsible for the GTO) and then his company producing the now famous Delorean DMC-12.
Back to the Future.The company still exist – original parts were purchased and now lives in Humble, Tx. Find them here on Facebook https://www.facebook.com/deloreanmotorcompany
Finally, in 1905 on Aug 18, Cadillac got it’s crest trademarked.
Caddy Crest Chart from http://www.cartype.com/pages/1051/cadillac
GIVE-AWAY:
Add a relevant comment to this Auto Factoid and you be entered in the monthly Auto Factoid Give Away.
This month:
1/32 scale 1969 Dodge Coronet Super Bee (new in the box)
My first major project was the trunk area. The weatherstripping as you can see from the picture (left) was dry rotted and peeling and I didn’t like how the backs of the tailights were exposed. I found out that standard coupes didn’t come with anything but a simple gray trunk carpet and a round piece of wood covering the spare tire. I wanted a cleaner look, so I purchased a plastic panel that came out of a 1978 Ghia to cover the taillight assemblies.
There was some rust around the trunk lid, so after removing the old weatherstrip (a nightmare!) I used rust treatment on the visible rust, and painted around the trunk lid and in the weatherstrip channel with white Rustoleum.
The next job was to install new weatherstripping, which I got from SSC Enterprises, but it did not go as planned. The weatherstrip dried all twisted in the corners and sticking out of the channel. I was so disappointed because I’d spent forever prepping and painting areas of the trunk and channel only to have the weatherstrip installation botched. I had to pull up the ruined weatherstrip, which thankfully did not cost a lot, but still, and scrape the adhesive off (again!) & repaint. Grr. Fortunately, around that time, I’d picked up a dremel tool with a wire brush and that made it a little easier than the first time.
After this setback I decided not to make a second attempt. Plus the next job would have been to replace the roof rail weatherstrip, which was supposed to be even trickier. So after ordering another package of trunk weatherstripping, I took the car to a body shop nearby and they did the trunk and roof rail for $95.
The last step was to find a jack assembly. The car’s original assembly was missing, so I bought a used one from another II owner and the jack assembly is now complete and correct. Plus I bought a new reproduction jack instructions decal and affixed it in the right spot next to the spare tire.
Here are the after shots:
Went back to visit my family in Louisiana this past weekend; I always have a good time when I’m back there. There’s always something new with the family that we’re able to catch up on, or a new eatery that just opened up to check out. Never Trust A Skinny Food Critic blog has the scoop on the places we ate out at. My blog is mostly about cars/photography however and if you’ll remember, I’ve done a post in the past on my brothers ZR1. I had the pleasure of shooting the ZR1 again, but this time the car is vastly more improved and with updated modifications. I’m really impressed by the looks of the car and how the subtle changes really changed the previous stock ZR1. I didn’t get to drive the car this time; my brother was always in a hurry hence the quick photo shoot in the driveway. It’s too bad too because I had a sweet spot picked out in my mind for the shoot. But these things happen and there just wasn’t enough time. I did the best I could though to show the beauty of this ZR1. Hope you guys enjoy.
-RSP-
One of the reason we were in a hurry…see the rain clouds? I thought it would have been kinda cool to do a photo shoot in the rain but my brother wasn’t having it.
I give that ASS 4 thumbs up!!
The door sill reminds you that you’re stepping into a ZR1
Richard Cleer stumbled onto the 1946 Ford coupe his uncle built in the 1950s while searching for a flathead engine. He had to trade this tractor to bring the Ford back in the family.
By Angelo Van Bogart
Richard Cleer of Ipava, Ill., considers himself a Ford man and an International Harvester man, and he probably never thought he would have to betray his allegiance for one to get the other. However, that was the price Cleer had to pay when he retrieved a family heirloom earlier this year.
When Cleer found the 1946 Ford five-passenger coupe his uncle had hot-rodded in the 1950s just 25 miles from his home, he was actually following a lead to a 1939 flathead engine for another car.
“A guy said he had a 1939 Mercury flathead in the weeds,” said Cleer. “The engine in the weeds wasn’t right, so he said, ‘Maybe I have one in the barn.’”
The barn Cleer was taken to last fall was so overgrown with vines, trees and tall grass, it would have taken Indiana Jones to find it. When the owner cracked open the weathered red barn doors, Cleer saw the unmistakable shape of 1940s American iron.
Had he not been led to this overgrown barn, Cleer had little hope of ever stumbling onto the Ford his uncle built. Note the postwar Chrysler lurking in the barn; it was parked in front of the Ford.
“When he opened it up, I said, ‘That looks like my uncle’s old 1946 Ford,’” Cleer said. But he was mistaken. The car at the front of the barn was a 1946-’48 Chrysler. His uncle’s 1946 Ford was actually parked behind the Chrysler.
Cleer asked where the seller had bought the Ford coupe, and the man repeated the name of Cleer’s uncle. It had been parked since the early 1960s, not long after Cleer’s uncle sold it to the man. Cleer was able to further verify it was his uncle’s car, because all of the tell-tale modifications he remembered from his uncle’s Ford were still present. Blue paint still covered the Ford’s body, the push buttons were still in place to open the doors and the hood and deck lid had been de-chromed just the way Cleer remembered his uncle’s car.
Since the doors opened electrically and the long-parked Ford’s battery was dead, Cleer couldn’t determine whether the knob his uncle installed to open the deck lid from behind the seat was still there. Undeterred, he crawled in the side windows for a better look inside. Sure enough, that old knob was right where it should have been.
Despite Cleer’s excitement, he was told the Ford wasn’t for sale. Two months later, Cleer had worn down the Ford’s owner, although the Ford still wasn’t exactly for sale.
“He said, ‘If you want that car, you have to trade me for a John Deere tractor,’” Cleer said. “Well, I’m an International-Harvester man — I worked for International Harvester.”
Despite his allegiance, Cleer began searching for a John Deere tractor of the same value as the Ford, and one that would also satisfy the seller, to complete the trade.
“It took until May or June to find a tractor, because I didn’t want to get one he didn’t want and be stuck with it,” Cleer said.
Eventually, a John Deere was located at a dealership in Missouri, so Cleer called the Ford’s owner and asked him to call the dealership to make sure the tractor met his approval.
“He had the dealer run it for a half-hour, and he said it would be fine,” Cleer said.
After Cleer purchased the John Deere, the next challenge was retrieving the Ford from its approximately 50 years of storage. Although the brakes weren’t stuck, the Ford had been parked on a sandy floor, which helped preserve the sheet metal, but also caused the car to sink into the ground.
“It took four people five hours to get it loaded on the trailer,” Cleer said. “It had two flat tires, so we loaded it with used tires.”
After five hours of work, Cleer was finally able to retrieve the Ford from hiding. It was in remarkably good condition and exactly how his uncle had built it.
Once it was in the daylight, he finally had a good idea whether all of his efforts had been worthwhile.
“When I looked at it the first time, I didn’t have a flashlight and I didn’t know what it looked like,” he said. “It’s in really good shape — it’s really unbelievable. There’s just a little rust in the driver’s floor.
“It still has the same paint, and the interior my aunt put in it,” he added. “It looks like the seats and door panels are drape material.”
The Ford is still powered by the 1950 Mercury flathead with a 4-inch stroke that Cleer’s uncle installed with high-compression Edelbrock heads and dual 94 carburetors on an Edmunds intake. Cleer has already begun rebuilding the setup to make the Ford roadworthy again.
The 1950 Mercury flathead in the Ford still has its Edelbrock heads and Edmunds intake.
“I’m going to leave it that way,” Cleer said. “I had to pull the heads because it wouldn’t turn. I do all my own engine work but the machine work, and the machinist said [the engine] is in pretty good shape and the heads have never been ground.”
“It’s a good hot rod,” Cleer said, and one worth temporarily forsaking one tractor allegiance for another, even if the John Deere had the last jab.
“We had to use the tractor I traded to pull the cars out of the barn, and after we got the car loaded, I had to load the tractor and deliver it to his farm.”
I cleaned and painted the rear booster bracket. After rebuilding the booster, I have decided to bolt the booster to the Brake pedal assembly. It fit just as it should, and can now box, and store this assembly. One more part of the restoration done! 7,329 more to go!
