How versed are you in post-war Fords? Let’s find out!

POST-WAR
FORD TRIVIA QUESTIONS

Answers will be at the end. Don’t peek!
(Accompanying photos are for reference only and are not the correct answer)

1 – What year did Ford first offer the Fairlane Series? 

A. 1954 B. 1955 C. 1957 D. 1959 

2 – The FE “big-block” V8 engine helped lead Ford to its “Total Performance”
program. What was the displacement of the first version of the FE motor released to the public? 

A. 332 cid B. 352 cid C. 361 cid D. 390 cid 

3 – Starting in 1952, Ford began marketing its convertible as the Sunliner. What
was the last year the name Sunliner was used on a Ford Convertible? 

A. 1958 B. 1960 C. 1962 D. 1964

4 – Ford was known as the “Wagon Master” starting in the 1950s. What year did Ford release its revolutionary “two-way” tailgate? 

A. 1964 B. 1966 C. 1967 D. 1969

5 – During the 1960s, Thunderbird evolved into a true personal luxury car. What
was the biggest cubic-inch displacement offered in the T-bird between the 1960 and 1969 model years?

A. 430 cid B. 352 cid C. 406 cid D. 429 cid 

6 – Mustang was a smash hit when introduced in April 1964. From what other Ford line did much of the Mustang’s engineering evolve? 

A. Fairlane B. Falcon C. Thunderbird D. Econoline

7 – What make and model automobile was sold through Chrysler dealers, but had
a Ford engine? 

A. Dual Ghia B. Plymouth Arrow C. Sunbeam Tiger D. DeSoto Fireflite

8 – Galaxie was first marketed in 1959 as a premium series of the Fairlane 500.
What was the first year that Ford offered the Galaxie 500 series? 

A. 1960 B. 1962 C. 1965 D. 1968 

9 – For the U.S. market, what year did Ford introduce the Y-block overhead
valve V-8? 

A. 1952 B. 1953 C. 1954 D. 1955 

10 – During the 1950s and 1960s, Ford often had exotic-sounding names
for its colors. But black had one name used up into the 1970s. What name did Ford market its basic black? 

A. Tuxedo B. Ebony C. Raven D. Midnight

Drum roll please… Here are the answers.
How did you do?

1 – (B) Fairlane was named after Henry and Clara Ford’s estate in Dearborn, and the Fairlane name was introduced for the 1955 model year.

2 – (C) The first FE big-block V-8 to hit the market has 361 cubic inches and was offered first in the 1958 Edsel as the E-400, with 361 cubic inches rated at 303 hp. 

3 – (B) Ford marketed its Sunliner convertible from 1952 to 1962. From 1954 to 1956, the Skyliner was a glass-top car, and in 1960, the fastback hardtop was called the Starliner.

4 – (B) The two-way tailgate, where it could fold down or be hinged like a door, was first seen in 1966. 

5 – (A) The largest displacement in a Thunderbird between 1960 and
1969 was the 430-cid V-8 seen in 1960 (it was introduced in 1959).

6 – (B) The mighty Mustang’s basic engineering evolved from the Ford Falcon. 

7 – (C) Produced by the Rootes Company, Ltd in the U.K., the Sunbeam Tiger utilized the Ford small-block V-8, first with 260 cubic inches, and later with 289 cubic inches.

8 – (B) The Galaxie was first offered in 1959, the Galaxie 500 in 1962 and later that year came the Galaxie 500XL. 

9 – (C) The Y-block V-8 hit the U.S. market for 1954 sporting 239 cid and 140 hp. It was the same displacement as the last “flathead” V-8, but with 30 more horses. Canada would not get the Y-block until 1955. 

10 – (C) From 1950 well into the 1970s, Ford’s basic gloss-black finish was Raven Black. 

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The post Do you know your post-war Fords? Test your knowledge! appeared first on Old Cars Weekly.

In 1968, Bob Mannel began his search for his first Fairlane. A friend had provided him with a 1963 Ford Buyer’s Digest, which showcased all the Fairlane models and available engine options for that year. Among the illustrations, the depiction of a High Performance 289-4V engine caught Bob’s eye and sparked a lasting fascination with this particular powerplant.

Bob wasn’t able to locate and purchase an affordable Fairlane equipped with the High Performance 289-4V back in 1968. It wasn’t until 1984 that he finally landed a Fairlane with the rare High Performance engine option. And what a Fairlane it was!

An affinity for Ford small-block V-8s

From 1968 to the early 1980s, Bob was elbow-deep working with Fords packing other small-block V-8 engines, such as the 221-cid V-8, 260-cid V-8 and the pedestrian version of the 289-cid V-8. His first car, a white-over-turquoise 1962 Fairlane, was powered by the 221-cid V-8. His wife’s chestnut 1963 Fairlane Sports Coupe also featured the 221-cid V-8, which was later upgraded to a 260-cid V-8. Another one of the couple’s Fairlanes, a 1963 Country Squire station wagon, received a 289-4V to replace its original 260-cid V-8. Additionally, a 1963 Fairlane Sports Coupe was upgraded to a 289 engine using Ford’s Muscle Parts Program components, transforming it into a hydraulic version of the High Performance 289. As Bob’s small-block collection continued to grow, it even came to include a couple Mercurys: a 1964 Comet Caliente and a 1965 Comet hardtop, both powered by small-block Ford V-8s.

With so many small-block-powered Ford Motor Co. products — especially Fairlanes — coming and going from his garage, Bob found himself networking with other Fairlane owners. One thing led to another, and in 1981, he and his wife Jane contributed to the establishment of the Fairlane Club of America. They subsequently launched a newsletter titled Fairlaner that, over time, developed into a magazine under their editorial leadership. 

With a wealth of small-block Ford V-8 knowledge and hands-on experience with the engine, combined with his Fairlane connections, Bob set out to write a comprehensive book about the engines that powered his beloved Fairlanes, as well as other Ford models. The book included coverage of popular Mustang V-8s due to the high interest in Ford’s pony car, but Bob’s primary focus was on the smaller-displacement engines found in their predecessors, notably pre-1965 Fairlane models.

New Ford, new small-block V-8

For the 1962 model year, Ford repositioned the Fairlane from a full-size model to a new intermediate model, bridging the compact Falcon and the full-sized Galaxie. The Fairlane was designed to compete with Chevrolet’s new Nova and Plymouth’s new shorter models. Measuring 197 inches in length with a 115.5-inch wheelbase, it was 16 inches longer than the Falcon and 12.3 inches shorter than the Galaxie.

Fairlane styling borrowed from several FoMoCo products, and for its inaugural model year of 1962, it actually borrowed more of its styling cues from the full-size 1961 Fords rather than the restyled 1962 big Fords. The 1962 Fairlane had small canted tailfins that terminated above large, round taillamp lenses, as on a 1961 Ford. The Fairlane grille incorporated horizontal quad headlamps and appeared close to that of the 1959 Edsel grille, but without the Edsel’s central “horse collar.” The roofs of the new 1962 Fairlanes had wide C pillars, as seen on a Thunderbird.

Structurally, the new Fairlane featured unit-body construction incorporating Ford’s distinctive “torque boxes,” which improved vertical absorption of road shock. Its front suspension utilized a standard short-long arm design, complemented by a Hotchkiss drive system at the rear. For 1962, Fairlane body styles included only two-door and four-door sedans available in both the base Fairlane and top-line Fairlane 500 trim lines.

Fairlane powertrain options for 1962 began with a standard 170-cid inline six-cylinder engine, while the introduction of Ford’s lightweight small-block V-8s provided increased performance at extra cost. Initially available as a 221-cid variant generating 145 hp, mid-year saw the addition of a 260-cid “Challenger” version producing 164 hp. These new small-block V-8s packed good punch for their size — with relatively good gas mileage to boot — and fit nicely into the intermediate Fairlane’s engine bay. They were also lightweight, which helped keep the Fairlane’s overall weight down.

A Sports Coupe version of the Fairlane 500 two-door sedan debuted during the 1962 model year, adding bucket seats and a compact floor console. All top-line Fairlane 500s added wider side strip moldings and three bullet accents on the rear quarter panels not seen on base Fairlane models.

For its second model year, the midsize Fairlane/Fairlane 500 started to look more like the full-size Ford it complemented. The 1963 Fairlanes received new front fenders that were led by a concave grille very much like that of the 1963 Galaxie. However, the body shell from the cowl back remained the same as in 1962, so the 1961 big Ford’s tailfins appeared on Fairlanes for another year. The Fairlane line also increased for 1963 by adding station wagon and two-door hardtop models. 

The Challenger 221-cid and 260-cid V-8s returned as options for 1963, so the real news was the debut of the High Performance 289-4V engine (aka Hi-Po 289). This engine was based up on the small-block V-8s that had debuted in the Fairlane line in 1962, but besides being punched out to a larger displacement, it also had cast-iron headers, solid lifters, a nodular iron crankshaft, high-performance connecting rods, a wider harmonic dampener, a dual-point ignition system, Autolite 4100 series four-barrel carburetor, a hot camshaft and screw-in rocker-arm studs, among other performance goodies. These tricks brought the Hi-Po 289-cid V-8’s performance potential to 271 hp — not too far from one horsepower per cubic inch. Fairlanes equipped with the High Performance 289-4V engine received front fender-mounted “V” badges labeled “289 High Performance” to indicate the upgrade to John Q. Public, and a “K” as the fifth character in their VIN to identify the hot engine to Ford personnel. As a result of the “K” in their VIN, High Performance 289-4V cars are often called “K codes.” It’s worth noting the Hi-Po 289 was the same engine supplied to Carroll Shelby for use in Cobras — it’s a true high-performance, no-compromise engine designed for full-throttle operation, capable of generating its 271 hp at 6,000 rpm. Ford offered the engine through 1967, replacing it with the 302-cid V-8 in 1968. 

Fairlanes for 1964 received a minor refresh to mark the new model year, notably receiving a new forward-raked grille that mimicked the grilles of that year’s full-size Galaxies. The tailfins were finally clipped from the Fairlane, but the large, round jet exhaust-inspired taillamps remained, as did the wide Thunderbird-type C pillars. Since the 1962-1964 Fairlanes have a clear resemblance to one another, it’s logical that Bob Mannel would concentrate his small-block engine research efforts to Fairlanes of these model years.

Landing a Hi-Po 289 four-door

Locating and documenting early-1960s examples of the 221-, 260- and standard 289-cid V-8 engines for his book was relatively easy in the large junkyards around Bob’s Los Angeles home. However, the Hi-Po 289 was much rarer and highly sought after by Mustang enthusiasts, making it difficult to find examples. 

After relocating to the Northwest, Bob placed a want ad in the Seattle Times seeking early Ford small-block V-8 engines to document. This led him to a neglected 1963 Fairlane 500 four-door in the Seattle area equipped with the 289 Hi-Po engine he had been searching for. The seller would only sell the car as a complete unit, refusing to separate the engine from the car.

Bob struck a deal and brought the whole Fairlane 500 home. He removed the engine for documentation, but chose to keep the rest of the car since he had never heard of a High Performance 289-4V being factory installed in a four-door sedan. Through further research, Bob discovered that only one other four-door sedan with this engine had been produced in 1963, but it had been scrapped before it could be saved — likely for its valuable engine and drivetrain. This left Bob’s Hi-Po 289 Fairlane 500 as the sole surviving K-code four-door.

When Ford Motor Co. installed the High Performance 289-4V engine in Bob’s Fairlane 500 four-door sedan, it paired it with a column-shifted manual three-speed transmission — specifically, a modified heavy-duty Galaxie unit usually paired with a 390 V-8 — rather than the typical Fairlane unit. It’s believed this transmission was installed to better handle the increased horsepower of the High Performance 289-4V engine. Like other 1963 Hi-Po 289s, the exhaust system was comprised of a single 2-3/4-inch pipe and a special muffler. Both the engine assembly and scheduled build date of Bob’s car occurred on April 9, 1963.

The white 1963 Fairlane four-door sedan had passed through seven owners before Bob acquired it. He learned it was originally ordered by Westside Ford, Inc. in Seattle, potentially for use as a showroom display as it was outfitted with chrome valve covers, likely for aesthetic enhancement. Apparently having a performance engine in its four-door body didn’t help sell the Fairlane 500, and it took five months into the following model year to find a buyer. When the Hi-Po 289 Fairlane 500 did finally sell, it was sold as a leftover model at a heavily discounted price of $1,950 (the base price of a 1963 Fairlane 500 sedan, before any options, was $2,407). Each owner used the car as a daily driver and modified it to suit their needs. These included changes to the rear gear ratio, the vacuum advance distributor and the installation of hydraulic lifters. After 12 years and 94,000 miles of use, the rare Fairlane 500 was parked in a field for four years. Bob saved it from the field in 1984, then stored it another four years, although in better conditions.

Restoration journey

In addition to removing the engine and transmission for documentation, Bob also removed the seats, carpet, door panels and any other items that might attract mold and mildew. He then treated the car’s metal surfaces with primer and undercoating to prevent rust. The car remained mobile and was stored in three different states over the course of Bob’s career as a U.S. Navy pilot. 

In 2016, Bob finally had the opportunity to begin restoring his K-Code Fairlane 500. The car spent six months with a professional restorer to repair the chassis and receive a fresh coat of white paint. Bob then undertook the meticulous task of overhauling and reassembling all components. The restored Hi-Po 1963 Fairlane 500 four-door sedan made its debut appearance at the 2022 Fairlane Club of America National Meet in Kingsport, Tenn. It was the only Hi-Po 1963 Fairlane four-door sedan at the meet, and as the lone survivor, it always will be.

Bob not only finished restoring the unique Fairlane four-door, he finished his book on Ford small-block V-8s. His book, titled “Mustang & Ford Small Block V8 1962-1969,” was finally self-published in 1998. It sold out in December 2024, but since 2015, he’s been updating its contents with a complementing PDF that was included with the printed books. Now that the book is sold out, he offers his PDF as a stand-alone, digital book at a nominal fee to cover his expenses. He continues his small-block Ford V-8 research, and updates his PDF of valuable information at http://www.fordsmallblock.com. 

Looking for more information on Fairlanes or just want to meet fellow Fairlane lovers? Check out the Fairlane Club of America.

Fairlane Club of America
7177 County Road 1135
Leonard,  TX  75452-6083
610-750-4703
https://fca.clubexpress.com

Love Fairlanes? Here are a few more articles for your reading enjoyment.

https://www.oldcarsweekly.com/car-of-the-week-1968-ford-fairlane-500-428-cobra-jet

https://www.oldcarsweekly.com/features/car-of-the-week-1960-ford-fairlane-500-article

https://www.oldcarsweekly.com/features/car-of-the-week-1968-ford-fairlane-500

SHOW US YOUR WHEELS!

If you’ve got an old car you love, we want to hear about it. Email us at oldcars@aimmedia.com

If you like stories like these and other classic car features, check out Old Cars magazine. CLICK HERE to subscribe.

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The post Car of the Week: 1963 Ford Fairlaine Hi-Po four-door appeared first on Old Cars Weekly.

The “gone but not forgotten” saga of Gene Leopold’s 1967 Ford Mustang GT was almost more of a “gone and good riddance” story.

But Gene’s son Kris was determined to change the ending.

It’s not that Gene, a resident of Superior, Wis., didn’t like the hot Acapulco Blue Mustang GT he bought new back in 1967. Heck, he custom ordered it exactly the way he wanted it, and he loved driving it for the first five years of the car’s life.

But when Kris wanted to play detective and determine if the car still existed many years later­ — and maybe see if he and his dad could somehow get it back — Gene wasn’t so sure.

“We had a couple of pictures of the car, with the license plate on it, and my son was always asking me about it and saying, ‘Man, I’d like to buy that car!’ I figured the car probably didn’t exist anymore and had been crushed or something… Well, my wife knew somebody at the police department and she asked him if he could help us locate the car, and he got back to us and told us who had it. And it was the same fella I sold it to!”

That was about 35 years ago, and Kris and Gene couldn’t resist. They had to go look at the car in person in Ashland, Wis., and see if they could buy it back. And while they had succeeded in finding the car, the happy ending to the story would have to wait a while.

“We went and looked at it, and I just kept saying, ‘Oh man, look how rough it is,’” Gene recalled. “We offered to buy it for $800, and a day later he called us back and changed his mind, said he wasn’t going to sell it.”

That was in about 1990. About 11 years later, Kris sent the man a letter asking again if they could work out a deal to buy the car. This time, the man said yes and stuck to his word. The price had grown to $1,200, but the Leopolds took the deal and dragged the tired Mustang home. Ironically, as rough as it looked, it had barely been driven since Gene had sold it back in 1972.

“It’s crazy,” Gene said. “I drove that car to the East Coast when I had it, and he drove it to the West Coast, but he put it in the ditch and ruined one shock tower, so he quit driving it. He had it in the garage all that time, sitting on a gravel floor, and it just started rusting away. Him and his brother, I think they wanted to restore it, but it’s expensive restoring something like this, because it was so bad. But he was a single guy, he never got married, and he just couldn’t let go of the car.”

After finally locating the car, waiting years for a deal to materialize, retrieving it and getting it back home, Gene admits he still had a few regrets. He wasn’t convinced trying to rebuild the Mustang was a good idea.

“When we first got it back, it was so bad I didn’t even really want it,” he says. “That’s the truth. That’s what it came down to.”

1967: Days of Thunder

For 1967, competition in the so-called sports-compact market was noticeable stiffer. Mercury introduced its fancy version of the Mustang — the Cougar — in 1967. Chevrolet, which had little success responding to the Mustang with the dying Corvair, chose to develop its own entirely new sport-compact model for 1967 it called the Camaro. The Firebird was Pontiac’s version of the Camaro, and it bowed in mid-1967, six months after the Camaro.

Ford was hard pressed to improve on the classic Mustang it had introduced in 1964, but it had to. The competition was getting very keen, indeed. Lee Iacocca and company did a great job with a tough assignment. 

The 1967 Mustang received a jazzy new body, a wider tread for better road grip and a wider range of engine choices. Options included a built-in heater/air conditioner, an overhead console, stereo-sonic tape system, SelectShift automatic transmission that also worked manually, a bench seat, an AM/FM radio, fingertip speed control, custom exterior trim group and front power disc brakes. Styling followed the same theme as the original, but in a larger size.

On the exterior, the 1967 Mustang was heftier and more full-fendered. Especially low and sleek was the new 2+2 fastback, which featured all-new sheet metal. The roofline had a clean, unbroken sweep downward in a distinctive concave rear panel. Functional air louvers in the roof rear quarters were made thinner than before. The wheelbase was unchanged, but overall length grew by nearly 2 inches. Front and rear tread widths went up by 2.1 inches and overall width was 2.7 inches wider at 58.1 inches.

All Mustangs had bigger engine bays. This was necessary, because the first “big-block” option was among the many 1967 hardware upgrades. It was a 390-cid V-8 with 320 hp. This small-bore/long-stroke power plant was related to the Ford FE engine, introduced way back in 1958. It provided a good street-performance option with a low $264 price tag, lots of low-end performance and plenty of torque.

All of the 1966 engines were carried over, plus there was a new 200-hp version of the Challenger 289 V-8 with a two-barrel carburetor. That engine was standard in cars with the GT option. The new designation used on cars with automatic transmission and GT equipment was “GTA”.

Other technical changes included front suspension improvements and a competition handling package that cost quite a bit extra and didn’t go into many cars. The 1967 Mustang GT 2+2 with the 390/325-hp V-8 could do 0-to-60 mph in 7.4 seconds and the quarter mile in 15.6 seconds.

Specific breakdowns were not kept of how many Mustangs carried the GT package, but total Mustang production for 1967 was whopping 472,121, with the hardtop leading the way at 356,217 assemblies, compared to 71,042 fastbacks and 44,808 convertibles. 

Zooming down memory lane

Gene Leopold was a car guy to the bone and he didn’t cut corners when it came time to plunk down his hard-earned cash on a new Mustang in 1967. “I wanted to go fast, basically. Yes I did,” he laughs. “And this was basically the fastest Mustang they had in ’66-’67.”

The blue GT was equipped with the big 390 V-8 with a four-speed, limited-slip differential and 3.25:1 rear gears. It also carried a tachometer, AM radio, fold-down rear seat, heavy-duty battery, extra cooling package, two-tone paint (gray on the tail below the trunk lid), tinted glass and black Comfortweave bucket seats.

“I ordered this car myself when I worked at the dealership in Park Falls [Wis.],” Gene remembers. “I was going with this gal and we got married in August ’68, and I put a trailer hitch on it and I pulled a U-Haul trailer and drove it up to Superior where she was going to school, and I got a job at the Ford dealership there.

“I drag raced it in the Cities, yes I did, but I was actually very careful with the car. I drove it hard…but I took care of it.”

One of Gene’s favorite memories of those early days with the Mustang GT involved racing off and leaving a local police officer in his rearview mirror — a move that didn’t particularly sit well with his father, who was a police officer himself. “I took off out of town and got it up to about 125 and made it around a corner and lost him while he was still trying to get the carbon out of his motor,” he laughs. “I turned into another little town near us and, of course, they never found me… My dad heard the next day about one of the officers ‘chasing and losing a blue Mustang’ and he knew. The next day he’s asking me, ‘Gene, what were you doing last night?’”

Once fatherhood arrived, Gene began to realize the Mustang might not be the ultimate family car. He didn’t want to get rid of it, but eventually he relented, and he never even had to put the GT up for sale. 

“Some guy came by the dealership and said, ‘I’d like to buy your car.’ Out of the blue. And by God, I thought maybe that was the time to sell it to him. So I got rid of it in ’72.”

After Gene and Kris swung and missed at getting their ’67 back the first time, Gene eventually bought and restored another one just like it. “It was identical to it, made two days later in the same factory!” he says. “I bought it out of Wyoming. It was even the same color, Acapulco Blue, but it still wasn’t my original car. I think it was a good thing that we did that, because we restored this car better than we restored that other car.”

Father and son had that first 1967 Mustang GT re-done from top to bottom, with no screw left unturned. After dreaming about having the car back on the road for several decades, they didn’t take any shortcuts.

“It’s my son’s car now. He wanted it more than I did, and he funded most of the restoration,” Gene says. “We had the engine overhauled… had the transmission overhauled. Had the rear end all done. Everything is brand new underneath. Every suspension part is new. Everything was re-done, exactly how we ordered the car. We had to wait an extra two and a half weeks because it had knit-weave vinyl seats. They said we could put standard seats in it and you can have it, I said no, it needs to be knit-weave vinyl, no matter how long it has to sit there.”

Gene laughs and says he still has to pinch himself sometimes when pondering how his “lost and found” Mustang somehow survived and made it back home into his garage. He is quick to credit his son for making it all happen, with maybe a little divine intervention along the way. His first voyage in the car after it was “new again” made it clear that the waiting and effort had all been worth it.

“I was extremely proud. I did not think it would be possible to find this car. I thought it would be crushed like so many were,” he says. “Even though it was so bad, I thought, ‘If we could get this all restored like a new car again, I would just love that… And for my son to have the car!

“Kris is the one who wanted the car more than I did, at the time. And we were lucky, to be able to find it.”

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SHOW US YOUR WHEELS!

If you’ve got an old car you love, we want to hear about it. Email us at oldcars@aimmedia.com

If you like stories like these and other classic car features, check out Old Cars magazine. CLICK HERE to subscribe.

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The post Car of the Week: 1967 Ford Mustang GT appeared first on Old Cars Weekly.

For regular readers of this column, you may be surprised to hear that I sold my 1940 Ford coupe. But not to worry, I bought another ’40. Here’s the rest of the story….

Last year, I thought it would be fun to buy a 1955-’56 F-100 pickup. When I was in high school (you can see where this is going), a classmate named Henry Pevear bought a brand-new Ford F-100 pickup at Nel-Nick Motors in Lynn, Mass. Then he proceeded to install a dropped axle, chrome exhaust stacks and a few other modifications. In that era, it was unheard of to buy a new vehicle and customize it. I thought that truck was cool, and an F-100 has been on my want list forever.

Finding an F-100

In June 2024, when I saw a nicely patina’d ’56 Spring Mist Green F-100 truck on Bring-a-Trailer with a John Mummert-modified 318-cid stroker Y-Block V-8, I decided to bid. There was a lot of interest, and the price soon soared. I was the penultimate bidder, but I dropped out at $50,000 and the truck sold with the next bid, which was $52,000. After the sale, my friend Colin Comer (the seller) said he’d have considered a trade for my ’40, if we’d talked beforehand. Unfortunately, I hadn’t realized he was the seller. Then another friend, Jeff Gill, made me a very fair offer on my ’40 coupe and I sold it. Now I’d seriously be able to rev up my search for an F-100.

To make a long story short, every F-100 I found was either modified in a way I didn’t like —- think Chevy small-blocks and tilt steering wheels -— or it represented way too much of a project. Then I saw that Mecum was offering the Richard V. Munz collection at Kissimmee in January. Richard was selling 40 very nice cars and trucks and several motorcycles. Included in the sale was one of three ’40 Ford coupes that Richard owned, a black De Luxe with a ’57 Olds 371-cid V-8 equipped with vintage Edmunds finned valve covers and a factory J-2 Rocket setup with three Rochester two-barrel carburetors topped with Edmunds air cleaners.

I had seen this car before. Several years earlier, I traveled to the RVM Collection in Madison, Wis., to look at Richard’s cars. He’d convinced Dana Mecum to underwrite a privately distributed book on the collection. The idea was that David Newhardt and Jeremy Cliff would photograph the vehicles, and I’d write the text. Richard would have a nice book to give to his friends, and when he was ready to sell, Mecum would get the auction consignments with all the catalog work done in advance.

To accurately write Richard’s book, I inspected every vehicle and took notes. Of course, I remembered this Olds-powered ’40. The driveline was particularly interesting: a 1940 LaSalle three-speed gearbox had been paired with an open driveline and a burly 9-inch Ford rear end. Anchoring the rear was a Chassis Engineering suspension kit with parallel leaf springs, tubular shocks and a sway bar. Up front, there was a 4-inch dropped-beam axle, GM ventilated disc brakes and another anti-roll bar. In a quick glance, it all looked nicely done. But I had dozens of cars to catalog, so I didn’t inspect it much more closely, certainly not with an intent to purchase it.

An idea quickly came to mind….

Back in 1957, I had started a black ’40 coupe project with a 303-cid V-8 Olds, but it was never completed. Richard’s car looked to be everything I’d have wanted decades ago: hefty J-2 Olds engine, decent stance, nice pedigree, really nothing I wouldn’t have done — and now I had the money from my Cloud Mist Gray ’40 burning a hole in my pocket.

The problem was, my wife Trish and I had planned a trip to Southeast Asia in January, and we’d be in Hanoi when that coupe crossed the block. Knowing he was a regular Kissimmee attendee, I asked my friend Wayne Carini, former host of “Chasing Classic Cars,” to bid on it for me. In the middle of the night in Hanoi, my phone buzzed with a text. “Congratulations!” Wayne wrote. I happily went back to sleep.

’40 No. 3 arrives

Soon afterward, the ’40 was delivered. On the outside, it looked as good as I’d remembered, with a nice patina. The old, black paint was faded in a few places, and there was some orange peel on the hood —- it looked pleasantly authentic. But the center Edmunds air cleaner was off, indicating they’d probably had to prime the engine to start it. And one of the buttons for the tufted interior was missing, probably lost when a prospective buyer got in the seat to try it. Small stuff, right? I squirted a little ether in the open carb, she fired up and I drove it up the hill into my garage.

As soon as I could register the coupe, I transferred the four-digit Virginia 1940 year-of-manufacture plates from my previous ’40 coupe and called Hagerty to add the car to my policy. Then I went for a 50-mile drive. It was hard to start, the throttle response was poor, the brakes were squishy. During a closer inspection on my lift, the bloom rapidly receded from the rose. There were several plumbing and wiring issues, the exhaust pipes ran too close to the fuel lines, the frame was unnecessarily cut, the tires were 20 years old, the master cylinder profusely leaked, the emergency brake cable was shredded, the front license plate bracket was missing, the remote oil filter mount was suspect and there were numerous other minor issues. None of that was unsolvable, but there was work to do.

I’m blessed to have access to a terrific mechanic, Donnie Nesselrodt. An ASE Certified Master Technician, Donnie had his own shop, Purcellville Tire & Auto, for many years in Purcellville, Va. He sold his business to AAA, and now he works solo, by appointment, in a splendid facility that he owns in West Virginia. Donnie intuitively understands old Fords and Chevys. He can troubleshoot, weld, fabricate and repair cars with the best of them. I made up a long punch list, and I gathered up the parts I thought he’d need. Donnie trailered the ’40 to his shop.

Over a few weeks, Donnie worked his way through my list. A new master cylinder and a new e-brake cable were procured. A close inspection revealed the brake shoes were new. The rear drums were then bead blasted, finished in gunmetal gray and carefully adjusted. Coker Tire supplied a new set of its excellent “Bias-Look” radials — 5.60:15 in front and 8.20:15 for the rear, with the requisite tubes. I use these same blackwall radials on my Hemi-powered ’39 Ford. They have a tall aspect ratio and plain sidewalls, so they look period-perfect. And they ride and handle beautifully.

I had ordered a set of tubular steel headers from Belond, but when they arrived, they didn’t fit. Turns out they were for earlier 303-/324-cid Oldsmobile engines and the bigger 371s have square center ports. Belond doesn’t make them. Donnie repainted the stock cast-iron manifolds, made new downpipes and, perhaps one day, we’ll fabricate new tubular headers. I ordered a set of new “Shorty” steelpacks from Porter Muffler. They have a deep, mellow sound. The engine mounts were shot, so Donnie installed new “doughnuts.”

Rebuilding kits and floats for the three Rochester carbs from NAPA were a must. Donnie rebuilt the carburetors, adjusted the linkage and carefully set the idle. The two end carburetors were very gummed up. The J-2 has a progressive linkage, and you can run happily on the center carburetor for optimal mileage. I read that, back in the day, owners didn’t fully tromp on the throttle too much, and the barely used carbs had a tendency to gum up. The solution is to bury the throttle more frequently. No problem there. New fuel lines were fabricated. The fuel tank was filled with rotten old ethanol-laced gasoline, so that was drained and flushed. Curiously, the Ford pumpkin didn’t have a drain plug, so Donnie made a new housing for a drain plug, solving that issue.

Some tasks can wait. A hidden-but-complete Vintage Air HVAC system and a built-in stereo are installed. We’ll get to those eventually. The front wishbones were split and hung on brackets welded to the frame, ostensibly to clear the gearbox, but that seems overkill given the existing spacing. They might need redoing -— they hang somewhat lower than I’d like.

Burton Antique Auto Parts, in Dayton Ohio, sells a reproduction of the 1940 Ford rear gravel shield. I ordered one, had it painted black and Donnie installed it. This rare Ford dealer accessory was just $1.95 back in 1940 — they’re $175 today, but they neatly fill most of the gap between the body and bumper, and they look cool. My friend, Jim Cherry, supplied a gennie Ford front license plate bracket.

We found that while some modifications on this car were done very well, others were amateurish. I traced the title back 21 years. Richard Munz acquired the car in January 2004. The last owner before Munz was Richard Craig Bisbee, of Sparta, Mich. — he’d acquired the coupe in July 2003. Unfortunately, Richard Bisbee passed away, so that trail’s cold. Richard Munz doesn’t recall some of the details. When you’ve owned more than 300 cars in your lifetime, as he has, that’s not surprising. Joe Reath, from Long Beach, Calif., has been credited with the engine rebuild, but I have no record of that. Sadly, Joe passed away in January 2013 —- another cold trail.

Back behind the art deco wheel

Here’s the good news: Back together, all tuned up, and filled with fresh 93-octane Sunoco fuel, the ’40 is a delight to drive. With that wide rear, dual leaf springs and Coker radials, it handles a lot better than my old coupe with its antique front and rear buggy springs and skinny 16-inch bias-ply tires. And the new ’40 stops very surely, thanks to its oversized disc/drum brake setup. The acceleration is exhilarating, with great throttle response, a deep “wooooosh” from the three carburetors and a torquey rush to illegal speeds that makes me smile. And it should be —- the 371-cid Olds is nearly 100 cubic inches larger than the flathead in my old car.

The 1940 LaSalle that supplied the gearbox had a 3.92:1`rear-end ratio, and it weighed 3,710 lbs. The J-2 Olds V-8 (an $83 option in 1957) developed 312 bhp at 4,600 rpm when new, and I think this modified engine has a hot cam, so it’s probably even more powerful. It’s pulling a 3.50:1 Ford rear now, in a car that weighs about 3,100 lbs, with the heavier and more powerful Olds V-8 installed. That LaSalle column-shift gearbox is interesting. 1940 was the first year for a column shift at Ford, so adapting the LaSalle column shifter is very appropriate. It shifts smoothly and it feels like the coupe will wind to 80 mph in second. There’s a kind of electric overdrive attached to the throttle linkage that will hold the throttle in position, but I don’t need it.  

I put about 100 miles on the ’40 coupe just last weekend. It runs between 190-195 degrees, checked with my heat gun, on an 82-degree day. There’s already an electric fan that’s controlled by an under-dash switch. But that’s too hot. So by the time you’re reading this, we’ve installed a new 180-degree thermostat, and Donnie was going to fit an overflow tank from Speedway. That should fix the overheating.

Lessons learned? It’s never a bad idea to have a complete inspection when you buy a car. But honesty, I’m really liking this ’40. The repairs didn’t break the bank, and I’d have bought this car even if I’d known it needed some work. 

Bottom line, as Bruce Meyer says, “it’s never too late to have a happy childhood.” 

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In 2013, I was assigned to cover the Woodward Dream Cruise from Mustang Alley in Ferndale, Mich., where I observed a custom orange-metallic T-top 1988 Mustang GT. According to Bill McClelland, the vehicle’s owner, he personally completed all of its modifications, aside from the bodywork and paint.

A few days later, I invited Bill to have his 1988 Mustang GT photographed at a private airport near Flint for possible magazine publication. We met for the photo shoot on Oct. 12, 2013, and the article later appeared in Mustang Monthly. Afterward, Bill thanked me and mentioned he was looking for another Mustang GT for his son, Blake.

In 2015, Bill contacted me to share his enthusiasm about finding a 1988 Mustang GT convertible locally listed on Craigslist. The vehicle had previously spent much of its life in the southern United States before relocating to Michigan. The 50,000 miles on the odometer indicated it had only been modestly driven — but not babied — during the first 30 years of its life.

Despite moderate wear to the white paint, gray lower two-tone accents, convertible top and leather interior, the car remained structurally sound — ideal for restoration and customization.

Bill and Blake intended to completely transform the Mustang by replacing many factory components with advanced options from the automotive aftermarket sector. Their goal was to create a truly unique vehicle incorporating numerous custom elements designed personally by Bill and Blake.

Earlier this year, their 1988 Mustang GT convertible build was complete and ready for a photo shoot. We met at the same airport near Flint where I had photographed Bill’s 1988 T-top GT years ago. After photographing both cars together, I focused on Blake’s convertible — shooting it with the top up and down. 

Blake’s journey from inspiration to reality had unfolded over nearly a decade, a testament to both the persistence and strength of Blake and Bill’s father-son bond. At our photo shoot, I learned the McClellands’ garage became more than a workspace; it was a crucible for ideas, skills and shared memories. Through late nights, trial and error and countless cups of coffee, the vision for Blake’s Mustang GT convertible slowly took form. Each setback — whether a back-ordered part, a family matter or an unexpected obstacle — was met with new determination.

As months turned to years, Blake said his automotive knowledge grew alongside his ambition. He learned the subtle art of aligning body panels, the patience required for intricate wiring and the satisfaction of overcoming engineering puzzles. The Mustang GT became not just a car, but a canvas — one where creativity, resourcefulness and attention to detail shaped every decision. Even the smallest improvements were celebrated, with Blake and Bill refining their plans as new technologies emerged and tastes evolved.

By the time the project neared completion, the Mustang GT convertible bore little resemblance to its humble beginnings. It had become a rolling chronicle of lessons learned, skills mastered and the unwavering pursuit of a promise made years earlier. 

After completing our photo shoot of Blake’s GT, the pair drove away with the convertible top down, and the stunning Symbiosis Green paint glowing in the evening light. It was a perfect scene for a perfectly completed project.

We’ll leave the details of the Mustang GT’s build to Blake himself:

Building a Mustang GT

From an early age, I was immersed in a family environment that valued classic automobiles and fostered a keen interest in cars from the outset. Unlike my peers, whose preferences leaned toward action figures or sports, I gravitated toward Hot Wheels and LEGO sets — particularly the automotive-themed kits — which quickly became my favored toys. Prior to obtaining my driver’s license, my mother often collected me from school in either my father’s Mustang or her Nissan 300ZX, experiences I greatly anticipated after each school day. Car shows and weekend cruises were always enjoyable opportunities, despite my not yet being able to drive. 

At age 14, I expressed to my father a desire to undertake a car restoration project together, hoping to eventually own and drive my personal vehicle. He welcomed the idea, eager for a collaborative “father and son” endeavor, yet remained careful not to pressure me, understanding that could potentially diminish my enthusiasm. Our search began with considerations between a T-top Mustang and a 300ZX, reflecting my appreciation for both American and Japanese domestic market vehicles. Ultimately, practicality and affordability influenced my decision to pursue a Mustang. After an initial attempt to purchase a T-top model fell through, we located a solid 1988 Mustang convertible for $2,500 on Craigslist — a southern vehicle reportedly showing only 50,000 miles.

Initially hesitant about the convertible’s aesthetics, I proceeded with the acquisition for the sake of owning my own car. In September 2015, we purchased the Mustang GT convertible, at which point I underestimated the scope and complexity of a ground-up restoration. I envisioned using the Mustang as a daily driver following its refurbishment, but soon realized a more practical daily vehicle was necessary; I subsequently acquired a Saturn Aura from relatives in 2016 for that purpose.

That February, my father and I began incremental upgrades, culminating in a manual transmission conversion, suspension enhancement, larger brakes and a five-lug conversion. Our first drive post-conversion occurred in May 2016. Although initially frustrated by the challenge of operating a manual transmission, practice with a pit bike improved my proficiency, which I then applied to smoother car operation. By June 2016, we continued customizations, including the addition of a spoiler, style bar and larger wheels. The car served reliably for events and exhibitions from 2017 to 2019, during which time I came to appreciate the benefits of the convertible configuration.

October 2019 saw the installation of a Cervinis Ram Air hood, aligning with my aesthetic preferences. When the COVID-19 pandemic rendered large gatherings unfeasible in December 2019, I elected to have the Mustang professionally repainted in lieu of a graduation party. This decision initiated a comprehensive tear-down and restoration process. By January 2020, we removed the engine, and upon inspection, confirmed the indicated low mileage. My uncle, Butch Kaznecki, assisted with bodywork, welding new inner fender panels, repairing trunk lid holes and accommodating a side-exit exhaust.

In May 2020, the vehicle was sent to Creative Autosports & Restorations (CAR) for painting, a process extended over 12 months due to workforce challenges, ultimately completed by the shop owner. The Mustang returned from paint in May 2021, and reassembly began. By July 2021, with guidance from my father, I successfully rebuilt the 5.0L V-8 engine. And it was my first. In June 2022, I started the engine independently, marking a significant personal achievement.

Visualizing the final result was aided by digital renderings and a racing simulator I assembled, allowing me to virtually drive the Mustang while physical work progressed from 2022 through 2024. Custom lighting and interior enhancements continued, and in October 2024, the car was roadworthy. Further modifications, including a custom exhaust by BAM (Barry’s Ace Maintenance) concluded in November 2024.

December 2024 brought the profound loss of my grandmother. In her memory, I incorporated her green flashlight into the car with custom trunk trim, ensuring a meaningful connection with her always remains present. By July 2025, all audio system components and trunk trim were installed, and in August 2025, the finished vehicle debuted at the Mustang Alley show during the Woodward Cruise.

This extensive project was only possible with the support of my family, notably my parents and Uncle Butch. The experience provided invaluable technical knowledge and served as a deeply meaningful father-and-son collaboration, one I will always hold in high regard.

The blessing of a ‘father and son’ project

A mother’s perspective

As Blake’s Mom, I couldn’t be more proud of all of his accomplishments, especially finishing his Mustang. Through all the delays and unfortunate family events, he was able to stay the course and get to the finish line. It wasn’t easy, and the struggles with this project were very real. Everything led to this point, and what an honor to be featured in a professional photo shoot for a magazine!

Blake and his dad worked tirelessly to make this build a very unique show stopper. His face lit up with such pride when he brought home a first-place trophy at his first judged car show. I am truly thankful and blessed to be the mom of such a special young man! Congratulations, Blake, and enjoy all your hard work! — Tania McClelland 

A father’s perspective 

The wish for any father is to have his son take interest in his hobbies and to spend quality time together in life with his son. As much as I wanted to have my son join me in the garage to work on cars, I did not want to force him and have him reject it. I knew he loved Hot Wheels and riding in my Mustang, so I knew there was a chance that he may someday get the car bug.

When going to car shows, he started telling the story of my Mustang when people came over to look at it. Once I built my wife, Tania, her Nissan 300ZX Twin Turbo convertible, I could see the excitement grow. One wonderful day when my son was 14, he approached me and asked if we could work on a car together. It was amazing to hear the moment that I was waiting for, and I had to hold back my excitement. I asked Blake, ‘What did you have in mind? Are you willing to get your hands dirty?’ He responded, “As long as it’s a car for me.” That is when the journey began to evolve, and I knew the car legacy would continue in our family.

Once we found the 1988 convertible Mustang GT, he was committed. The timeless hours, the stages of completion and the challenges we solved together built a bond that is priceless. My son has become a sponge for knowledge, and the projects became a great learning tool for him mechanically and electrically. Now that he is going to college, I see how he is developing into a tremendous engineer  His degree is in mechatronics, which is a blend of both. I’m extremely proud of Blake and grateful to have this once-in-a-lifetime experience with my son.

I thank my wife for her patience and time that she has given up for the hours we spent in the garage. This was a gift in our lives that brought us together, and I can only hope for others to experience this. I now realize how rare this opportunity was and know it was a blessing. — Bill McClelland

Love ‘Stangs? Here are a few more articles for your reading enjoyment.

https://www.oldcarsweekly.com/car-of-the-week-1966-shelby-mustang-g-t-350-h

https://www.oldcarsweekly.com/car-of-the-week-1970-ford-mustang-boss-429

https://www.oldcarsweekly.com/features/car-of-the-week-1981-mclaren-m81-mclarens-first-mustang

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Dallas Israel of Oregon considers his 1956 Ford Town Sedan to be a survivor, but not because it has its original paint, chrome and interior and low miles. It’s survived Israel learning to drive, going to college, three wrecks, a failed trade-in attempt and three marriages. Most recently, it survived the 2020 Riverside Fire in Oregon that came within a mile of Israel’s home.

“My father bought the car in 1959,” he said. “I learned to drive in it -— I have been driving the car since 1962.”

Israel’s father found the Ford through a friend that had used the car to haul a trailer. Such work can mechanically tax a vehicle, but Israel’s father knew the Ford had been well maintained during its chores.

Although Israel learned to drive on the 1956 Ford, it wasn’t his first choice for a car. That honor goes to an Austin-Healey, even if it was a short-lived affair.

“I got this (Ford) from him to replace my first car, a 1959 Austin-Healey Sprite, which was pretty fragile for a teenager. I had problems with the transmission and every time we needed to work on it, we had to pull the engine. Dad got tired of that and he paid me $150 to get rid of the Sprite, and he sold the Ford to me for $150, so he got his money back and got rid of the Sprite.”

The sale was back in 1965, and Isreal and the Ford have together ever since — including through some rocky periods. Those trials seem to have made Israel appreciate the ’56 Ford even more.

“There is a lot of sentimental value to it since my dad is, of course, gone,” he said. “I remember taking trips from Tracy [Calif.] to Bakersfield to see my grandparents, and I had my first date in the car. I can’t pinpoint one thing. It got me through college and just growing up.”

Israel didn’t immediately treasure the Ford, especially in college when everyone else was driving sportier two-doors. He set out to change his situation upon graduation in 1969 when he tried to swap his four-door Ford for his second roadster.

“When I graduated from college, I bought a ’66 MGB and I wanted to trade the Ford for the MGB and the guy at the British car dealer gave me $50 cash to keep the Ford. So I guess from that point on it has been like an old tire — they never really go away. That is why I call the car a survivor.”

Since the import car dealer refused the Ford, Israel kept it as a second car and split driving time between it and the MGB. It worked out in his favor, because Israel’s second dance with a British mistress went about as well as his first.

“My first wife redlined the MG too many times and blew the engine, so we kept the Ford and bought another car after the MG, but the Ford stayed.”

His first wife quickly developed a reputation for being hard on cars, and it wasn’t long before the Ford also succumbed to her heavy-handedness.

“My first wife totaled it,” Israel recalled. “She pulled out in front of someone. I always wanted to try my hand at restoring something, so I fixed it. I drove it without a bumper and one front fender until I could start piecing it together again.”

Israel eventually had the Ford back together again and looking good, but that was not to last.

“An old lady pulled out right in front of me and I had no chance to stop,” he said of the second accident.

“The (third accident) wasn’t that bad, but the hood opened itself up and hit the windshield. That caused damage to both front fenders and the hood, so that was an ordeal.”

After each accident, Israel repaired the damage and had the car repainted in its original Georgia Peach and Colonial White two-tone. He said decent body and trim parts were relatively easy to find on the West Coast, with the exception of the replacement hood. He ended up finding a different hood in Arizona that wasn’t nearly as straight as the seller sold it to be. With some work, it’s still covering the Ford’s original 292-cid V-8. That 292-cid V-8 also received some attention, eventually getting a rebuild that included a bore of .030 inch that raised the displacement to about 312 cubic inches with a four-barrel carburetor.

He also noticed the front frame cross member had rusted — a common occurrence on 1955 and ’56 Fords -— but he easily found a replacement.

The years and miles took enough of a toll on the old Ford that Israel eventually had the car reupholstered in the original materials. That was in the late 1980s or early ’90s. Thanks to Israel’s care and the mild West Coast climate, the Ford never required a frame-off restoration. It’s been more of a rolling project; whenever it needs something, Israel has repaired it.

“It’s been a very good car, all in all,” he said. “It runs like a Swiss watch and of course I don’t hot rod it — it is just a nice cruiser, a nice driver.”

Sure, a small part of Israel wishes his father had bought a sportier Crown Victoria or Sunliner version of the 1956 Ford Fairlane all those years ago, but he’s more than content with the Town Sedan. Since it’s been in the family for so long and it carries so many memories, he has absolutely no plans to ever part with it.

“It just hung around all of these years,” he said. “I told my son if he wants it, it would be nice to keep it in the family for the next 30 years or so.”

The Lifeguard ’56 Fords

The 1956 Fords closely resembled the 1955 Fords they followed, but the basic design of the 1956 Ford actually went back to 1952.

Following the wildly successful 1949-1951 Ford design, Ford completely restyled its cars for 1952 and put the new body on a new chassis. The redesign gave more flair to the rear of the cars, which had a quasi-fin in which round new taillamps and their supporting metal extended several inches beyond the trunk with jet exhaust-like flair. The cars looked lower with a stamped character feature in the design of the rear fenders. The headlamps were now frenched into their bezels for a very custom look, and the grille was an open and airy evolution of the grilles immediately before them. The new body was called a “Ford Coachcraft Body,” which suspiciously recalled Coachcraft, a California coachbuilder that had been building custom bodies since 1940 — some of them on Ford chassis. The Fords were advertised as “The big new ’52 Ford” and “the only completely modern car in its field.”

A six-cylinder was available for the thrifty-minded and to keep Ford in step with its competitors Chevrolet and Plymouth, which only offered sixes. However, Fords of this era could still be fitted with the famous flathead V-8 engine that also kept them one step ahead of the competition.

On the outside, Fords were simply given different trim and grille treatments from 1952 to 1954 model year. The big change for 1954 was the new overhead-valve V-8 that helped Ford keep pace with performance and technological advances.

For 1955, Chevrolet and Plymouth were all new and all modern from top to bottom — new bodies with wrap-around windshields and new V-8 engines. Ford was still able to sell its cars as being new — “Discover the thrill of a totally new Ford,” said ads — even though the engine and body were based on the 1954 components, but with major updates and improvements. Very few people knew the 1955 272- and 292-cid V-8s were based on the new-for-1954 239-cid V-8, and the 1955 body, now labeled as a Crestmark body, was a serious update to the 1952-’54 body given new outward sheet metal and a new cowl to accommodate 1955’s wrap-around windshield.

The 1955 Ford design is credited to Franklin Q. Hershey, who also designed the original Thunderbird that inspired full-size 1955 Ford styling. Like the Thunderbird, the big 1955 Fords used hooded headlamps and small fins atop Ford’s now-trademark round taillamps. The peaks of the hooded headlamps and tailfins were visually connected by a straight line that also formed the beltline, giving the Fords a cohesive modern look. Adding to the modern appearance was a lower top to the trunk and a hood that barely domed above the top of the front fenders. Graceful new side trim on the top new Fairlane model began atop the headlamps and then curved down the front fenders to a dip in the door. The trim then checkmarked back up the doors and then ran parallel to the ground until terminating in front of the rear taillamps. An exaggerated interpretation of this trim also appeared on Ford’s 1955 Mystere concept car.

Ford also shuffled model names for the new 1955 models. In 1954, Crestline was at the top, but was replaced in 1955 by the Fairlane; the midline Customline and low-line Mainline names were carried from 1954 to 1955 and ’56. The Fairlane series was the most diverse with the most models: a Sunliner convertible, the Crown Victoria with additional trim including a novel stainless band that stretched over the roof to form a B pillar; a Skyliner variation of the Crown Victoria in which the front half of the roof had a see-through Plexiglas panel; the Club Victoria two-door hardtop; the Town Sedan four-door sedan; and the Club Sedan two-door sedan. In 1956, a four-door hardtop was a must and Ford added this model with the Fordor Victoria during the year.

For 1956, Fords were simply updated. After all, why mess with a good thing? While Ford was updating its trim to the carried-over sheet metal, it incorporated a few tricks common among all manufacturers to make existing bodies looks lower and longer. Most notably, ’56 Ford parking lamps went from round to oval and the side trim became wider.

Fords for 1955 had V-8 engines that displaced 272 cubic inches or 292 cubic inches in the Thunderbird V-8 (the overhead-valve six displaced 223 cubic inches); these engines were mounted in a beefed-up frame incorporating a ball joint front suspension system. Starting came from a six-volt electrical system. For 1956, the V-8 engine choices remained the same but with the added availability of a 312-cubic-inch Thunderbird Special engine that came standard with a four-barrel; dual four-barrel carburetors became available for race applications later in 1956. All engines in 1955 and ’56 were touted as having “Trigger Torque” power. Ford also made a 12-volt electrical system standard in 1956 and routed the exhaust through the back bumper that year.

While the subtle styling changes were applauded and the mechanical improvements welcomed, Ford marketing was focused on new safety enhancements marketed under Lifeguard design. It didn’t replace Ford’s promotion of Thunderbird styling and Thunderbird performance, but Lifeguard design marketing certainly overshadowed them.

Lifeguard design came from Ford-funded research at Cornell University’s Medical College that showed that most harm to vehicular occupants in a collision was caused by being thrown from the car, harm from striking the instrument panel and windshield and impalement by the steering wheel and column.

Ford claimed that “Lifeguard design means greater protection for you and yours against injuries resulting from accidents. It embraces a whole new family of safety features” designed to prevent harm to occupants in a collision. Those standard safety features included double-grip door latches to keep doors from springing open in an accident; a deep-center steering wheel that “gave” to protect the driver from being hurt by the steering column and wheel; a shatter-resistant Safety-Swivel Mirror with “give;” and a seat track designed to keep from sliding forward in a collision. Optional Lifeguard equipment included seat belts and cushioned instrument panel and visors.

In this day of lane alerts, automatic braking and backup cameras, such basic safety features are appreciated. However, car buyers in 1956 had little to no interest in safety. In an article for Old Cars Weekly during the 1980s, Tim Howley said he knew many 1956 Ford owners. “They all raved about the car’s good looks and snappy performance and cursed the seat belts. Research showed that less than six percent of buyers were influenced by the safety pitch. In fact, research strongly indicated that the safety story was turning buyers away to Chevrolet.”

Indeed, Ford led Chevrolet in sales through the first half of 1955, but Chevrolet came out slightly ahead by the end of the year, leaving Ford second in sales — 1,435,002 Fords to 1,682,708 Chevys. In 1956, the comparison was more dire for Ford, which recorded 1,392,847 car sales against Chevrolet’s 1,574,740 cars. Ford would rebound in 1957 when it again outsold Chevrolet.

Although 1956 Fords looked great and handled and performed well, Howley said they had a “so-so reputation” when new. “Buyers complained about poor gas mileage (13-17 mpg with four-barrel 292 V-8), body squeaks, leaks, rattles and generally poor quality workmanship. The interior vinyl, while bright, was cheap, and quickly took on a flophouse look. The dual exhausts through the bumpers soon rusted the bumpers. The soft stainless steel grille dented easily. By 1959 or ’60, most ’56 Fords looked worse than cars 10 years their seniors.”

Certainly these observations weren’t consistently experienced and the 1956 Ford has had a strong following for decades, including right up to today. The most sought-after examples remain the Sunliner convertible, the Crown Victoria and Crown Victoria Skyliner and the Victoria hardtops. Ford’s station wagons were in their own series and they have a following of their own, especially the two-door wagons in which the Parklane two-door wagon was at the top.

Today, any surviving 1956 Ford is a handsome treasure from the nifty ’50s, when Ford was building beautiful cars that performed as well as they looked.

Crown Victoria Association
Recognizes 1954-1956 Fords
www.thecvaonline.com

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From the earliest days of automotive production, serial numbers were meant more for inventory control than to identify a certain car. Almost from the start, inventor George B. Selden held a patent on an internal combustion-engined vehicle, and went after nearly every pioneer car maker in America and demanded they pay a licensing fee on each car they built. Then came the Manufacturer’s Mutual Association (MMA), which later changed its name to the Association of Licensed Automobile Manufacturers (ALAM). Its first goal was to challenge the Selden patent, but later, when a scheme was created to share in Selden’s royalties, it became allies with Selden. Because each car meant money in someone else’s pocket, fairly accurate production records were kept on early American automotive production. Then came Henry Ford, who had amassed enough of a fortune that he was able to fight Selden’s claims and break the strangling grip that the ALAM held over the auto industry after a January 1911 court ruling.

Early Ford serial numbers

Ford Motor Co., as with other car makers, kept serial number information simple, usually with a letter to identify the model being produced, and a simple consecutive numbering system. Up into the 1940s, the primary serial number for a Ford vehicle was almost always the engine number. Starting with the 1928 Model A, the engine numbers were also stamped on the frame or chassis of the vehicles, but these numbers were hard to find with the fenders or bodies attached to the frame over the placement of the numbers. With the first V-8 automobiles in the 1930s, the engine number continued to be the main identifier, with the engine number stamped on the top face of the frame, but now they were in places where they were more visible. For collectors of early Fords, finding the serial number can be a challenge. Many a 1928-1931 Model A owner has bought a car only to find the number on the title might have been based on the engine installed by the factory, and that engine has long since disappeared. Meanwhile, the number on the frame is obscured by the body.

To help law enforcement identify stolen automobiles, the National Auto Theft Bureau published annual manuals to help identify certain models, and several volumes were produced to cover the proper registration of vehicles that had engine swaps as nearly each state has different rules and procedures.

The practice of placing the engine number on the frame continued at Ford up to the 1949 model year. Starting with the 1950 model year, a more uniform system of serial numbers was instituted at Ford, a system that made sense and may well have been the basis for the modern 17-digit “Federalized” VIN system in use today.

Ford modernizes serial numbers

For 1950, Ford passenger car serial numbers started with a letter code that identified the engine (at that time the choices were only the V-8 or the six), the model year and a two-letter code for the plant where the car was assembled, followed by a unit sequence starting with 100001. Mercury and Lincoln also used a new serial number system starting with the 1950 model year which started with the model year, the assembly plant and a unit number starting at 5001 for Lincoln and 10001 for Mercury, followed by a letter to identify the make (“M” for Mercury and “H” for Lincoln). For two years, 1956 and 1957, the letter L was used as a suffix on Lincoln automobiles.

Over at Ford, a serial number such as “B1LB123456” would indicate: B=239 cid V-8; 1=1951 model year; two letters representing the assembly plant, as with LB for Long Beach, CA; 123456=23,456th 1951 Ford scheduled for assembly at the Long Beach plant. Notice I said “scheduled for assembly,” as car serial numbers were issued when orders were received at the plant, then those orders were sent to a production scheduling department where it was decided when that vehicle could be fit into a production rotation. This meant that vehicles did not come down the assembly line in numerical order, and this can even apply to Ford vehicles with a 00001 unit number not having been the first car off the assembly line. (As an example, our research has shown that the first Edsel produced at the Los Angeles plant was actually unit #00006, with another example being the #00001 car from the Somerville, Mass., being assembled two weeks after production started.) One other example from Edsel was the #00001 car from the San Jose, Calif., plant, and while production started on July 15, 1957, this “first” car wasn’t assembled until around Oct. 21, 1957!

Those early 1951 serial number plates—or patent plates, as Ford called them—were mounted under the hood, on the firewall. Later, in the 1951 model year, the patent plate was changed and now included the exact body, factory paint color, interior soft trim and a production code that started with a scheduled assembly date code.

For 1952, these data plates were relocated for one year only to the front passenger-side door. The following model year, 1953, saw the plate moved to the driver’s door hinge pillar and a slight change to the composition of the serial number. Rather than using two letters for the assembly plant, now just one letter accomplished that. The fourth character in the serial number would now represent a body type, not the exact model. A sample number such as B3FC123456 would represent the following: B=239 cid V-8; 3=1953 model year; F=Dearborn assembly; C=Convertible body; 123456=23,456th 1953 Ford scheduled for production at Dearborn.

The body code most often seen during this period was the letter G, which represented all sedan and coupe models in the Mainline and Customline series. As more engine options became available, the first letters in Ford serial numbers had many more selections, starting with the letter A (for a base six-cylinder) and up to the letter P (usually the most powerful engine available and often reserved for Police use). In later years, even more letters would be utilized.

During the 1957 model year, the design and size of the patent plates was changed, as was the data included. While the serial number was still placed at the top of the plate, it included the same data, body, color and trim information, but the production code entry was eliminated and replaced with an actual date code entry, and for the first time, an entry for the transmission and ratio code for the rear axle were included. These later plates were put into use at different dates as Ford continued to use up existing supplies.

This 10-character system worked fairly well up to the 1959 model year. A major change was incorporated for the 1960 models in an attempt to further identify a series and exact body style by expanding the serial number to 11 characters. At this point, the serial number became referred to as the vehicle identification number, or VIN. Hence, a VIN such as 0E54Y112345 would break down as follows: 0=1960 model year; E=Mahwah, N.J., assembly plant; 54=Galaxie four-door sedan; Y=352 cid, 300-hp V-8 engine; 112345=12,345th 1960 Ford scheduled for assembly at the Mahwah plant. This composition would continue to be used on all domestically built Ford passenger cars up to and including the 1980 model year. In 1966, with trade agreements between the USA and Canada, Ford of Canada also started to use the 11-character VIN.

Both Lincoln and Mercury continued to use the same system they had instituted in 1950, which would continue up to the end of the 1957 model year. One exception was the Continental Mark II, which was considered its own division, and had a serial number composition totally unique from other Ford products during its 1956-’57 model years. In 1958, Lincoln and Mercury, as well as the new Edsel, adopted the Ford 10-character serial number composition.

With the 1960 model year, Lincoln, Mercury and the short-lived 1960 Edsel also adopted the new 11-character VIN system, and those surviving makes would also continue to use this same system up through 1980.

Location, location, location

As with earlier Fords, starting with the 1928 Model A, Ford continued to stamp an official serial number directly onto the chassis, often in several places on the top face of the frame rail. This would continue on all body-on-frame vehicles through 1962. Starting with the 1963 model year, the data plate was redesignated as a Vehicle Warranty Plate and clearly stated above the plate was “Not for Title or Registration Purposes.” Beginning that year with U.S. production, the official location of the serial number for body-on-frame models was a metal tab located on the fire wall, visible only with the hood open. On those models with uni-body construction, primarily the mid-size Fairlane and compact Falcon, the VIN had been stamped in various locations under the hood since their introduction.

In addition to the “public” or easily found “official” serial number, Ford also placed the number in concealed locations. These numbers were a help to law enforcement in dealing with stolen cars, as thieves would often alter or obliterate the official number.

Starting with the 1968 model year, a new federal mandate required car makers to place a car’s VIN in a place visible from the exterior of the car. That year, all American-made automobiles complied by placing the serial number on the driver’s side of the vehicle, usually on the dashboard, where it could be easily seen through the windshield. Ford did comply with the new rules, but put a little twist on it by placing its serial number on the passenger’s side of the vehicle. This was done for one year only, and starting in 1969, Ford moved the VIN to the driver’s side of the car where it remains more than 55 years later.

With the incorporation of the 17-digit VIN by 1981, several third parties began to track vehicles’ maintenance, accidents, title transfers and more. And unlike the period from the 1950s up to the 1970s, today’s Ford vehicles might have the serial number in up to 17 different locations.

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Back in 1979, when I was engaged to my wife, Bobbi, she was looking to get rid of her 1966 Thunderbird that was giving her trouble. We were going to be moving away from her parents, and she wanted a reliable and economical car to drive when we visited them. I tried to convince Bobbi to buy a midsize Ford Futura, but she wanted a Chevrolet Monte Carlo. I was driving a 1974 Valiant Scamp and liked the rectilinear style of the Fairmont-based Futura, but she bought the Monte Carlo. We were still driving that Monte Carlo 16 years later when I drove it to work one day and the left front wheel fell off.

The ‘Futura’ of Ford’s Ranchero

In addition to myself, the Futura’s “basket handle” B-pillar caught the attention of Jim Stephenson. He thought the Futura would make a great downsized Ford Ranchero. The plus-size LTD-II based Ranchero was gone by the end of 1979, and Ford had no plan to replace it. At this time, Ford Motor Co. had to shrink all of its automobiles to the tune of billions of dollars to meet Corporate Average Fuel Economy standards, and tooling up to produce a new, low-volume Ranchero wasn’t in the cards.

Stephenson ran an auto body and paint shop with his partner, George Price, in Pacoima, Calif. He convinced Price that he could build a car-truck hybrid Futura. As a result, Price bought a new Z-7­ — the badge-engineered Mercury counterpart to the Futura — and Stephenson did sheet metal surgery.

The end result was spectacular. The prototype’s wide “wrap over roof pillar,” as it was described in a Futura brochure, became a flying-buttress sail panel that extended beyond an upright rear window. A one-piece fiberglass pickup bed that would not rust or become scratched was installed where the trunk once was. The sloped tail section of the Futura became the tailgate for the pickup truck.

Stephenson and Price showed photos of the prototype to Holmes-Tuttle Lincoln-Mercury in Van Nuys to generate interest in marketing this new Ranchero. The dealership was intrigued and showed the photos to Ford honchos in Detroit. Ford became involved and there was talk of Stephenson setting up a conversion facility near Kansas City, where the Futura was assembled. Ford even gave him engineering specifications of the Futura. Before it could go farther, Stephenson became seriously ill with a collapsed kidney and plans were halted.

As Stephenson’s health somewhat improved, he contacted Bill Feldhorn, president of National Coach Products in Gardena, to produce the pickup as the company was already converting vans. Since Ford would not let Stephenson use the Ranchero name, Feldhorn named his car-truck hybrid “Durango” long before Dodge used the name on its Dakota-based SUV.

Stephenson still had medical issues, so instead of a hands-on position, he acted as a consultant. Thus, unlike the prototype that had reflectors in both ends of the bed box when the tailgate was down, later Durangos only had reflectors and taillamps in the tailgate. There also was no hinged license plate holder when the tailgate was down. A disclaimer warned drivers not to drive the Durango with the tailgate down.

Futuras could come with an overhead-cam four of 140 cubic inches good for 88 hp, a 200-cid overhead-valve inline six that produced 86 hp or a 225-cid V-8 with 115 hp. The four bangers could come with a four-speed manual or an automatic while the six and V-8 only came with an automatic transmission. The estimated 212 Durangos produced in ’81 and ’82 were all equipped with the six-cylinder.

The base Futura cost $4,223 and $2,000 was added for the pickup conversion. In contrast, a base El Camino was $6,988­—some $700 more.

A barn find Durango

At 32 years young, old car enthusiast Chandler Yates, of Lehi, Utah, owns the featured 1981 Ford Durango. He owns, drives, restores and maintains vintage vehicles.

“I became aware of the Durango when I was out purchasing a Ford LTD from an estate sale,” he recalls. “I was wandering around and found this in one of the barns. I knew instantly I had found something very special. It was something I had never seen before.”

The “Rip Van Winkle” Durango had been hibernating for 20 years. According to Chandler, it had electrical issues. He realized this pickup was a vehicle one would not often see on the road, but so did others.

“It was a tough negotiation,” Chandler said. “There were people aware of this pickup and trying to purchase it from different states. I was able to secure the deal and the game began. It took almost six months for the family to locate and reissue a title.”

Chandler used his skills to quickly put the Durango back on the road.

“I was able to pick it up and get it home; we had it running the same day. I spent some time with the electrical and was able to sort out the underlying issues. I wasn’t done there, though. I wanted a reliable and fuel-efficient vehicle that I could use in the high elevation of Utah, and also combat the heat of the desert. I went to the drawing board and designed an adapter plate and built a custom Sniper electronic fuel-injection system for the Durango, bringing the vehicle into the new age of reliability. Being a true survivor, the intention is to restore and repair what is there and keep things as original as possible from when it left National Coach Works facility.”

Chandler had help from his best friend, Nicholas Day, on the Durango and other restorations, like his ’65 Mustang convertible. But unlike the Mustang, Chandler doesn’t plan to restore his Durango.

“I find the patina and age of this pickup to be really beautiful, and I don’t want to take away from the history it shows. The future of the Durango is to become mechanically sound first, and do suspension upgrades, such as disc brakes and air shock suspension. I’ll continue to add some creature comforts like a Bluetooth radio and hands-free calling.

“I can’t help but call it a ‘Foxchero,’ being the only pickup truck built on the Fox-body platform. I intend to keep the pickup and start showing it next summer. Maybe one day my kids will have this vehicle that is rare and was close to their dad’s heart.” 

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Fox-bodies are cool! That’s a fact of life. We saw this sweet ‘Stang from the ’80s this summer at the 2024 Iola Car Show and had to check it out.

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