1928 Ford Model A - Bmw Powered- Hot Rod Magazine on 2040-cars
Costa Mesa, California, United States
For Sale: 1928 Ford Model A Closed-Cab Pickup, BMW V8 powered I bought what was left of the stock Model A truck in January of 2012, and the rebuild took place over the course of the year, and was completed in May of 2013. The truck includes a good, clean, and valid Tennessee title. It is in great driving condition, with about 4,000 miles put on it since completion. It has its fair share of quirks and issues, but I wouldn’t hesitate to drive it across the country in regard to reliability and function. This truck has been a blast since day one. It’s a relatively high-profile build, which has been featured on the pages of Hot Rod Magazine’s 2013 “Overkill” issue, Bimmer Magazine’s September 2013 issue, and Super Street’s November 2013 issue. It has been documented on the website StanceWorks.com, and the truck itself has a remarkable following. It is rough-and-tumble, through and through – a mixmash of Ford and BMW, and the end result is a very fast, fun to drive hot rod pickup with tons of style. Aside from the body, engine, and transmission, almost every component on the truck was bought brand new. Every suspension component front and rear, except for the wishbones and the rear axle housing, and axle shafts themselves. All of the brake lines, fuel lines, pedal assembly, fuel system, cooling system, and more, are all brand new and ready for years to come. The seats, the canvas top and frame, and many other parts are all new as well. While the style of the car and build leave it to be plenty rough around the edges, and it is certainly a garage-built hot rod in all respects, the truck is sound and ready to be driven hard, as often as you’d like. The Art of Hot Rodding - Mike Burroughs' BMW-Powered 1928 Ford Model A from StanceWorks on Vimeo. Driving this truck is incredibly fun. Anyone who has ridden
in it or driven it will be sure to tell you it’s the most fun they’ve ever had
on four wheels. The BMW engine’s power is very linear, and the power output
makes for one very quick, light weight truck. The truck is planted, albeit the
suspension design itself is original and therefore archaic. It is smooth at
interstate speeds, 85mph and more. It’ll
do quite the burnout, it sounds like pure power, and will turn every head on
the road. Body: The body of the truck is from a 1928 Ford Model A closed-cab
pickup. When I bought the body, the top two inches of sheet metal, and the roof
frame, were missing. A new wooden roof frame was built, wrapped in
weather-proof canvas, and mounted to the remaining sheet metal. The cab is chopped, and the floor has been raised ~5 inches
to channel it over the frame. The bed has been shortened, and topped with a “tonneau
cover” built with aged wood. The cover hinges up for access to all rear-end
components and the 15-gallon fuel cell. The nose panel of the truck was shortened, the hood was cut
for room of the DOHC BMW engine, and the side panels were left alone, and
supported using the original hinge pins through the front. They do not hinge
open as they did on the original truck. The cab itself is not sealed, has plenty of gaps, no side or
rear windows, etc. The bottoms of the doors are rusted through, as seen in the
photos. The underbody of the cab and the firewall are all shielded
with proper high-temp reflective heat shielding. Chassis: The chassis is custom built, using 4x2 10ga box steel, which
is realistically overkill for a truck this size. The chassis has 6
cross-braces, and one triangulation brace underneath the cab. There are two
driveshaft safety loops. The wheelbase is the original measurement, and the
frame’s total weight is around 150lbs. Driveline: The engine is a 4.0-liter BMW V8 from a 1995 740iL. For the
BMW savvy, it a desirable Ausil blocked engine. Mileage is presumed around
140k, with new seals. The engine doesn’t leak, and runs perfectly through the
entire rev range and is frequently driven hard with no issues. It is run off of
the factory BMW DME (ECU) which is housed, along with the truck’s fueses and
relays, inside of a waterproof box hidden behind the passenger footwell. The
engine is kept cool by a custom radiator and a pair of 7” electric fans which
push 2200CFM. The transmission is a Getrag 420 6-speed from behind a 2001
BMW M5, and it is using the stock M5 clutch and flywheel. The transmission
functions perfectly, never grinds nor pops out of gear. The shifter has been
modified and uses the original Model A shift knob, and the shift pattern,
despite the length of the shifter itself, is short, and notchy. The driveshaft was made by Drivelines Inc in SoCal, and is a
balanced, single-jointed slip-yoke shaft. The rear axle is a Ford 8” rear end from a ’65 Mustang,
standard Ford 5-lug pattern. It has been rebuilt with a brand new Yukon posi
differential and 3.55 gear set. She’ll spin both tires without hesitation. The fuel system is a 15-gallon fuel cell, with a Walbro 255
fuel pump. Everything is routed with AN lines and fittings, braided hosing. The
tank has provisions for a fuel gauge. Suspension: The front axle is a Magnum 5” drop axle, the front spring is
a Posies Super Slide 2” drop reverse-eye spring. The front spindles are
one-piece drop forged 1928-1948 spindles, with hubs/rotors from Adams Rotors in
standard Ford 5-lug pattern. The front brakes are single-piston 69-77 Mid-Size
GM calipers. The front wishbones were
split and mounted to the frame on each side. The rear suspension is an atypical triangulated 4-link with
over-head mounted height-adjustable Competition Engineering springs and shocks. The steering is comprised of a BMW 2002 steering box for
cowl steering, mounted directly to the frame. From there, the linkages are
standard. The truck includes two sets of front steering arms and a tie rod, for
the appropriate Ackerman angle on the BBSs and Excelsior tires, or a shortened
set for the Nitto Dune Grapplers (which are not set up for a proper Ackerman
angle.) The overall ride quality of the truck is great. It does not
jar, shake, etc. It drives straight and true, and you can easily let go of the
wheel while driving without issue, even for long periods of time. With the skinny wheels and tires, the truck does suffer from
the common low-speed steering wobble if the steering is upset. It’s a common
issue with vintage dead-axle cars of this style, and is largely trivial and
only occurs at very low speeds. This problem is nonexistent with the larger
wheels and tires. Should you decide this truck is too low for you, the rear is easily raised, and the front is entirely able to accept a new front spring. Wheels and Tires: The truck comes with two sets of wheels and tires. The wheels and tires pictured in most of the photos are custom-built set of BBS RS Motorsport wheels. The wheels were custom built to 17x4" wide on all four corners, wrapped in excelsior tires. The centers are 5x114.3 bolt pattern, and I had the centerbore custom machined to match the hubs. The wheels and tires are running Michelin tubes. The rear tires are close to bald. The second set of wheels and tires, which is the beefier, wider set, is a set of 15x8" offroad wheels, painted black, wrapped in Nitto Dune Grappler tires with 100% tread life left. They've only had about 100 miles put on them.
The interior is bare-bones and minimal. There are no gauges, except for a
tachometer. It is all bare metal, with two seats, and provision for a driver’s
lap seat belt. New seats have been installed since the photos were taken,
you can see them in the notated picture. The windshield is shatter-proof lexan. The pedal assembly is
a rally car pedal assembly – it is small for clearance purposes. Due to the
channeled floor and chopped top, interior room and visibility are very limited.
I am 5’10” and fit comfortably. My 6’2” friend is also able to drive it, but he
wouldn’t want to for really long stints. If you are taller than that, this
truck might not be for you. There are 5 switches for controls – lights, electronics, etc
– and one starter button. There is a master power switch on the cowl of the
truck that cuts all power to everything. The door latches are heavy-duty draw latches. They work
well, but it’s not the best solution to the problem. The doors’ insides were
cut by the previous owner and aren’t as rigid as desirable, so the draw latches
seemed most fitting. Electronics: The car is powered by a small glass-matt battery, and has no
issues. There is a power kill switch on the cowl of the truck, which cuts power
to everything. The headlights are stock Model A components with new internals.
The tail lights are classic BMW 2002 round tails, modified to fit. Their
terminals are a bit corroded, so the bulbs often go in and out. It’s an easy
fix, but not one I’ve ever bothered with. The brake lights function through a in-line
pressure switch. Due to the weight of the truck, and the pressure of the
system, it takes a good bit of braking force to actuate the lights. It hasn’t
been an issue for me, but you may wish to change the switch. The BMWs factory computer is housed under the cowl, and functions perfectly.
I would like to reiterate that the style, character, and build of this car has
been quintessentially “hot rod.” It is not perfect in any way, nor is it an
exemplification of superior craftsmanship and fabrication. It is a garage built
machine meant to go fast, sound mean, and create a smile – and it does so
perfectly. I will be happy to help the buyer ship the vehicle, at the buyer’s expense. Enclosed or uncovered, it’s up to you. I’ve shipped plenty of cars before and it’s no issue. The title is good and clear, and the truck is legally registered as a 1928 Ford Model A in the state of Tennessee. I will ask the buyer to sign a bill of sale, and sign a release of all future claims of liability or damages resulting from ownership or operation of this vehicle. On Jan-21-14 at 15:16:39 PST, seller added the following information: For Sale: 1928 Ford Model A Closed-Cab Pickup, BMW V8 powered I bought what was left of the stock Model A truck in January of 2012, and the rebuild took place over the course of the year, and was completed in May of 2013. The truck includes a good, clean, and valid Tennessee title. It is in great driving condition, with about 4,000 miles put on it since completion. It has its fair share of quirks and issues, but I wouldn’t hesitate to drive it across the country in regard to reliability and function. This truck has been a blast since day one. It’s a relatively high-profile build, which has been featured on the pages of Hot Rod Magazine’s 2013 “Overkill” issue, Bimmer Magazine’s September 2013 issue, and Super Street’s November 2013 issue. It has been documented on the website StanceWorks.com, and the truck itself has a remarkable following. It is rough-and-tumble, through and through – a mixmash of Ford and BMW, and the end result is a very fast, fun to drive hot rod pickup with tons of style. Aside from the body, engine, and transmission, almost every component on the truck was bought brand new. Every suspension component front and rear, except for the wishbones and the rear axle housing, and axle shafts themselves. All of the brake lines, fuel lines, pedal assembly, fuel system, cooling system, and more, are all brand new and ready for years to come. The seats, the canvas top and frame, and many other parts are all new as well. While the style of the car and build leave it to be plenty rough around the edges, and it is certainly a garage-built hot rod in all respects, the truck is sound and ready to be driven hard, as often as you’d like. The Art of Hot Rodding - Mike Burroughs' BMW-Powered 1928 Ford Model A from StanceWorks on Vimeo. Driving this truck is incredibly fun. Anyone who has ridden in it or driven it will be sure to tell you it’s the most fun they’ve ever had on four wheels. The BMW engine’s power is very linear, and the power output makes for one very quick, light weight truck. The truck is planted, albeit the suspension design itself is original and therefore archaic. It is smooth at interstate speeds, 85mph and more. It’ll do quite the burnout, it sounds like pure power, and will turn every head on the road. Body: The body of the truck is from a 1928 Ford Model A closed-cab pickup. When I bought the body, the top two inches of sheet metal, and the roof frame, were missing. A new wooden roof frame was built, wrapped in weather-proof canvas, and mounted to the remaining sheet metal. The cab is chopped, and the floor has been raised ~5 inches to channel it over the frame. The bed has been shortened, and topped with a “tonneau cover” built with aged wood. The cover hinges up for access to all rear-end components and the 15-gallon fuel cell. The nose panel of the truck was shortened, the hood was cut for room of the DOHC BMW engine, and the side panels were left alone, and supported using the original hinge pins through the front. They do not hinge open as they did on the original truck. The cab itself is not sealed, has plenty of gaps, no side or rear windows, etc. The bottoms of the doors are rusted through, as seen in the photos. The underbody of the cab and the firewall are all shielded with proper high-temp reflective heat shielding. Chassis: The chassis is custom built, using 4x2 10ga box steel, which is realistically overkill for a truck this size. The chassis has 6 cross-braces, and one triangulation brace underneath the cab. There are two driveshaft safety loops. The wheelbase is the original measurement, and the frame’s total weight is around 150lbs. Driveline: The engine is a 4.0-liter BMW V8 from a 1995 740iL. For the BMW savvy, it a desirable Ausil blocked engine. Mileage is presumed around 140k, with new seals. The engine doesn’t leak, and runs perfectly through the entire rev range and is frequently driven hard with no issues. It is run off of the factory BMW DME (ECU) which is housed, along with the truck’s fueses and relays, inside of a waterproof box hidden behind the passenger footwell. The engine is kept cool by a custom radiator and a pair of 7” electric fans which push 2200CFM. The transmission is a Getrag 420 6-speed from behind a 2001 BMW M5, and it is using the stock M5 clutch and flywheel. The transmission functions perfectly, never grinds nor pops out of gear. The shifter has been modified and uses the original Model A shift knob, and the shift pattern, despite the length of the shifter itself, is short, and notchy. The driveshaft was made by Drivelines Inc in SoCal, and is a balanced, single-jointed slip-yoke shaft. The rear axle is a Ford 8” rear end from a ’65 Mustang, standard Ford 5-lug pattern. It has been rebuilt with a brand new Yukon posi differential and 3.55 gear set. She’ll spin both tires without hesitation. The fuel system is a 15-gallon fuel cell, with a Walbro 255 fuel pump. Everything is routed with AN lines and fittings, braided hosing. The tank has provisions for a fuel gauge. Suspension: The front axle is a Magnum 5” drop axle, the front spring is a Posies Super Slide 2” drop reverse-eye spring. The front spindles are one-piece drop forged 1928-1948 spindles, with hubs/rotors from Adams Rotors in standard Ford 5-lug pattern. The front brakes are single-piston 69-77 Mid-Size GM calipers. The front wishbones were split and mounted to the frame on each side. The rear suspension is an atypical triangulated 4-link with over-head mounted height-adjustable Competition Engineering springs and shocks. The steering is comprised of a BMW 2002 steering box for cowl steering, mounted directly to the frame. From there, the linkages are standard. The truck includes two sets of front steering arms and a tie rod, for the appropriate Ackerman angle on the BBSs and Excelsior tires, or a shortened set for the Nitto Dune Grapplers (which are not set up for a proper Ackerman angle.) The overall ride quality of the truck is great. It does not jar, shake, etc. It drives straight and true, and you can easily let go of the wheel while driving without issue, even for long periods of time. With the skinny wheels and tires, the truck does suffer from the common low-speed steering wobble if the steering is upset. It’s a common issue with vintage dead-axle cars of this style, and is largely trivial and only occurs at very low speeds. This problem is nonexistent with the larger wheels and tires. Should you decide this truck is too low for you, the rear is easily raised, and the front is entirely able to accept a new front spring. Wheels and Tires: The truck comes with two sets of wheels and tires. The wheels and tires pictured in most of the photos are custom-built set of BBS RS Motorsport wheels. The wheels were custom built to 17x4" wide on all four corners, wrapped in excelsior tires. The centers are 5x114.3 bolt pattern, and I had the centerbore custom machined to match the hubs. The wheels and tires are running Michelin tubes. The rear tires are close to bald. The second set of wheels and tires, which is the beefier, wider set, is a set of 15x8" offroad wheels, painted black, wrapped in Nitto Dune Grappler tires with 100% tread life left. They've only had about 100 miles put on them. The interior is bare-bones and minimal. There are no gauges, except for a tachometer. It is all bare metal, with two seats, and provision for a driver’s lap seat belt. New seats have been installed since the photos were taken, you can see them in the notated picture. The windshield is shatter-proof lexan. The pedal assembly is a rally car pedal assembly – it is small for clearance purposes. Due to the channeled floor and chopped top, interior room and visibility are very limited. I am 5’10” and fit comfortably. My 6’2” friend is also able to drive it, but he wouldn’t want to for really long stints. If you are taller than that, this truck might not be for you. There are 5 switches for controls – lights, electronics, etc – and one starter button. There is a master power switch on the cowl of the truck that cuts all power to everything. The door latches are heavy-duty draw latches. They work well, but it’s not the best solution to the problem. The doors’ insides were cut by the previous owner and aren’t as rigid as desirable, so the draw latches seemed most fitting. Electronics: The car is powered by a small glass-matt battery, and has no issues. There is a power kill switch on the cowl of the truck, which cuts power to everything. The headlights are stock Model A components with new internals. The tail lights are classic BMW 2002 round tails, modified to fit. Their terminals are a bit corroded, so the bulbs often go in and out. It’s an easy fix, but not one I’ve ever bothered with. The brake lights function through a in-line pressure switch. Due to the weight of the truck, and the pressure of the system, it takes a good bit of braking force to actuate the lights. It hasn’t been an issue for me, but you may wish to change the switch. The BMWs factory computer is housed under the cowl, and functions perfectly. I would like to reiterate that the style, character, and build of this car has been quintessentially “hot rod.” It is not perfect in any way, nor is it an exemplification of superior craftsmanship and fabrication. It is a garage built machine meant to go fast, sound mean, and create a smile – and it does so perfectly. I will be happy to help the buyer ship the vehicle, at the buyer’s expense. Enclosed or uncovered, it’s up to you. I’ve shipped plenty of cars before and it’s no issue. The title is good and clear, and the truck is legally registered as a 1928 Ford Model A in the state of Tennessee. I will ask the buyer to sign a bill of sale, and sign a release of all future claims of liability or damages resulting from ownership or operation of this vehicle. On Jan-21-14 at 15:28:43 PST, seller added the following information: For Sale: 1928 Ford Model A Closed-Cab Pickup, BMW V8 powered I bought what was left of the stock Model A truck in January of 2012, and the rebuild took place over the course of the year, and was completed in May of 2013. The truck includes a good, clean, and valid Tennessee title. It is in great driving condition, with about 4,000 miles put on it since completion. It has its fair share of quirks and issues, but I wouldn’t hesitate to drive it across the country in regard to reliability and function. This truck has been a blast since day one. It’s a relatively high-profile build, which has been featured on the pages of Hot Rod Magazine’s 2013 “Overkill” issue, Bimmer Magazine’s September 2013 issue, and Super Street’s November 2013 issue. It has been documented on the website StanceWorks.com, and the truck itself has a remarkable following. It is rough-and-tumble, through and through – a mixmash of Ford and BMW, and the end result is a very fast, fun to drive hot rod pickup with tons of style. Aside from the body, engine, and transmission, almost every component on the truck was bought brand new. Every suspension component front and rear, except for the wishbones and the rear axle housing, and axle shafts themselves. All of the brake lines, fuel lines, pedal assembly, fuel system, cooling system, and more, are all brand new and ready for years to come. The seats, the canvas top and frame, and many other parts are all new as well. While the style of the car and build leave it to be plenty rough around the edges, and it is certainly a garage-built hot rod in all respects, the truck is sound and ready to be driven hard, as often as you’d like. The Art of Hot Rodding - Mike Burroughs' BMW-Powered 1928 Ford Model A from StanceWorks on Vimeo. Driving this truck is incredibly fun. Anyone who has ridden in it or driven it will be sure to tell you it’s the most fun they’ve ever had on four wheels. The BMW engine’s power is very linear, and the power output makes for one very quick, light weight truck. The truck is planted, albeit the suspension design itself is original and therefore archaic. It is smooth at interstate speeds, 85mph and more. It’ll do quite the burnout, it sounds like pure power, and will turn every head on the road. Body: The body of the truck is from a 1928 Ford Model A closed-cab pickup. When I bought the body, the top two inches of sheet metal, and the roof frame, were missing. A new wooden roof frame was built, wrapped in weather-proof canvas, and crudely mounted to the remaining sheet metal. The cab is chopped, and the floor has been raised ~5 inches to channel it over the frame. The bed has been shortened, and topped with a “tonneau cover” built with aged wood. The cover hinges up for access to all rear-end components and the 15-gallon fuel cell. The nose panel of the truck was shortened, the hood was cut for room of the DOHC BMW engine, and the side panels were left alone, and supported using the original hinge pins through the front. They do not hinge open as they did on the original truck. The cab itself is not sealed, has plenty of gaps, no side or rear windows, etc. The bottoms of the doors are rusted through, as seen in the photos. The underbody of the cab and the firewall are all shielded with proper high-temp reflective heat shielding. Chassis: The chassis is custom built, using 4x2 10ga box steel, which is realistically overkill for a truck this size. The chassis has 6 cross-braces, and one triangulation brace underneath the cab. There are two driveshaft safety loops. The wheelbase is the original measurement, and the frame’s total weight is around 150lbs. Driveline: The engine is a 4.0-liter BMW V8 from a 1995 740iL. For the BMW savvy, it a desirable Ausil blocked engine. Mileage is presumed around 140k, with new seals. The engine doesn’t leak, and runs perfectly through the entire rev range and is frequently driven hard with no issues. It is run off of the factory BMW DME (ECU) which is housed, along with the truck’s fueses and relays, inside of a waterproof box hidden behind the passenger footwell. The engine is kept cool by a custom radiator and a pair of 7” electric fans which push 2200CFM. The transmission is a Getrag 420 6-speed from behind a 2001 BMW M5, and it is using the stock M5 clutch and flywheel. The transmission functions perfectly, never grinds nor pops out of gear. The shifter has been modified and uses the original Model A shift knob, and the shift pattern, despite the length of the shifter itself, is short, and notchy. The driveshaft was made by Drivelines Inc in SoCal, and is a balanced, single-jointed slip-yoke shaft. The rear axle is a Ford 8” rear end from a ’65 Mustang, standard Ford 5-lug pattern. It has been rebuilt with a brand new Yukon posi differential and 3.55 gear set. She’ll spin both tires without hesitation. The fuel system is a 15-gallon fuel cell, with a Walbro 255 fuel pump. Everything is routed with AN lines and fittings, braided hosing. The tank has provisions for a fuel gauge. Suspension: The front axle is a Magnum 5” drop axle, the front spring is a Posies Super Slide 2” drop reverse-eye spring. The front spindles are one-piece drop forged 1928-1948 spindles, with hubs/rotors from Adams Rotors in standard Ford 5-lug pattern. The front brakes are single-piston 69-77 Mid-Size GM calipers. The front wishbones were split and mounted to the frame on each side. The rear suspension is an atypical triangulated 4-link with over-head mounted height-adjustable Competition Engineering springs and shocks. The steering is comprised of a BMW 2002 steering box for cowl steering, mounted directly to the frame. From there, the linkages are standard. The truck includes two sets of front steering arms and a tie rod, for the appropriate Ackerman angle on the BBSs and Excelsior tires, or a shortened set for the Nitto Dune Grapplers (which are not set up for a proper Ackerman angle.) The overall ride quality of the truck is great. It does not jar, shake, etc. It drives straight and true, and you can easily let go of the wheel while driving without issue, even for long periods of time. With the skinny wheels and tires, the truck does suffer from the common low-speed steering wobble if the steering is upset. It’s a common issue with vintage dead-axle cars of this style, and is largely trivial and only occurs at very low speeds. This problem is nonexistent with the larger wheels and tires. Should you decide this truck is too low for you, the rear is easily raised, and the front is entirely able to accept a new front spring. Wheels and Tires: The truck comes with two sets of wheels and tires. The wheels and tires pictured in most of the photos are custom-built set of BBS RS Motorsport wheels. The wheels were custom built to 17x4" wide on all four corners, wrapped in excelsior tires. The centers are 5x114.3 bolt pattern, and I had the centerbore custom machined to match the hubs. The wheels and tires are running Michelin tubes. The rear tires are close to bald. The second set of wheels and tires, which is the beefier, wider set, is a set of 15x8" offroad wheels, painted black, wrapped in Nitto Dune Grappler tires with 100% tread life left. They've only had about 100 miles put on them. Interior: The interior is bare-bones and minimal. There are no gauges, except for a tachometer. It is all bare metal, with two seats, and provision for a driver’s lap seat belt. New seats have been installed since the photos were taken, you can see them in the notated picture. The windshield is shatter-proof lexan. The pedal assembly is a rally car pedal assembly – it is small for clearance purposes. Due to the channeled floor and chopped top, interior room and visibility are very limited. I am 5’10” and fit comfortably. My 6’2” friend is also able to drive it, but he wouldn’t want to for really long stints. If you are taller than that, this truck might not be for you. There are 5 switches for controls – lights, electronics, etc – and one starter button. There is a master power switch on the cowl of the truck that cuts all power to everything. The door latches are heavy-duty draw latches. They work well, but it’s not the best solution to the problem. The doors’ insides were cut by the previous owner and aren’t as rigid as desirable, so the draw latches seemed most fitting. Electronics: The car is powered by a small glass-matt battery, and has no issues. There is a power kill switch on the cowl of the truck, which cuts power to everything. The headlights are stock Model A components with new internals. The tail lights are classic BMW 2002 round tails, modified to fit. Their terminals are a bit corroded, so the bulbs often go in and out. It’s an easy fix, but not one I’ve ever bothered with. The brake lights function through a in-line pressure switch. Due to the weight of the truck, and the pressure of the system, it takes a good bit of braking force to actuate the lights. It hasn’t been an issue for me, but you may wish to change the switch. The BMWs factory computer is housed under the cowl, and functions perfectly. I would like to reiterate that the style, character, and build of this car has been quintessentially “hot rod.” It is not perfect in any way, nor is it an exemplification of superior craftsmanship and fabrication. There are no finished edges here. It is a garage built machine meant to go fast, sound mean, and create a smile – and it does so perfectly. I will be happy to help the buyer ship the vehicle, at the buyer’s expense. Enclosed or uncovered, it’s up to you. I’ve shipped plenty of cars before and it’s no issue. The title is good and clear, and the truck is legally registered as a 1928 Ford Model A in the state of Tennessee. I will ask the buyer to sign a bill of sale, and sign a release of all future claims of liability or damages resulting from ownership or operation of this vehicle. |
Ford Model A for Sale
- Model a, 2 door sedan, classic car, barn find, pre war, ford(US $14,200.00)
- 1930 ford model a roadster henry steel
- 1929 ford model a pickup truck original remarkable shape!(US $19,995.00)
- Rebuilt 1929 fordor model a, dark green, rebuilt engine, restored interior(US $15,000.00)
- 32 hot rod roadster international / ford model a racer style
- 1929 orig.flathead 4 cyl runs & drives,manual trans,conv.rumble seat,wirewheels,
Auto Services in California
Xtreme Auto Sound ★★★★★
Woodard`s Automotive ★★★★★
Window Tinting A Plus ★★★★★
Wickoff Racing ★★★★★
West Coast Auto Sales ★★★★★
Wescott`s Auto Wrecking & Truck Parts ★★★★★
Auto blog
Is it time for American carmakers to give up on dual-clutch transmissions? [w/poll]
Mon, 22 Jul 2013Last week, in the midst of Detroit's first days seeking relief in Chapter 9 of the bankruptcy code, Automotive News contributor Larry P. Vellequette penned an editorial suggesting that American car companies raise the white flag on dual clutch transmissions and give up on trying to persuade Americans to buy cars fitted with them. Why? Because, Vellequette says, like CVT transmissions, they "just don't sound right or feel right to American drivers." (Note: In the article, it's not clear if Vellequette is arguing against wet-clutch and dry-clutch DCTs or just dry-clutch DCTs, which is what Ford and Chrysler use.) The article goes on to state that Ford and Chrysler have experimented with DCTs and that both consumers and the automotive press haven't exactly given them glowing reviews, despite their quicker shifts and increased fuel efficiency potential compared to torque-converter automatic transmissions.
Autoblog staffers who weighed in on the relevance of DCTs in American cars generally disagreed with the blanket nature of Vellequette's statement that they don't sound or feel right, but admit that their lack of refinement compared to traditional automatics can be an issue for consumers. That's particularly true in workaday cars like the Ford Focus and Dodge Dart, both of which have come in for criticism in reviews and owner surveys. From where we sit, the higher-performance orientation of such transmissions doesn't always meld as well with the marching orders of everyday commuters (particularly if drivers haven't been educated as to the transmission's benefits and tradeoffs), and in models not fitted with paddle shifters, it's particularly hard for drivers to use a DCT to its best advantage.
Finally, we also note that DCT tuning is very much an evolving science. For instance, Autoblog editors who objected to dual-clutch tuning in the Dart have more recently found the technology agreeable in the Fiat 500L. Practice makes perfect - or at least more acceptable.
Ward's Automotive Ten Best Engines of 2014 dominated by diesels, turbos
Thu, 12 Dec 2013With the Car and Driver Ten Best decided, the North American Car and Truck of the Year finalists announced and Cadillac, Ram and Subaru chalking up wins with Motor Trend, it's fair to say that the automotive awards season is in full swing. The next set of trophies to be handed out will be from Ward's Automotive, which has announced the winners of its 2014 10 Best Engines.
The latest contest was marked by the widespread emergence of diesel power and the continued success of turbocharged engines. There was even an electric motor on this year's list. In fact, only three of the ten winners were naturally aspirated and only two winners returned from last year.
"We weren't looking to throw the bums out, as they might say about an election. We were just really impressed with the flood of new powertrains," said Ward's Automotive Editor-in-Chief Drew Winter. Those new powertrains include the 83-kilowatt electric motor from the Fiat 500e, the 1.0-liter, EcoBoost three-cylinder from the Ford Fiesta and the 2.0-liter turbodiesel from the Chevrolet Cruze.
Autoblog's top 50 car photos of 2016
Fri, Dec 30 2016This one shouldn't need much explanation. We like cars a whole lot, and that includes not just driving them but taking great pictures of them. We've collected our 50 favorite images from this year in the mega-gallery above. It's a mix of old and new, with a healthy dose of vintage and modern race cars mixed in, and not one single shot under the harsh lights of an auto show. So click through and enjoy. Featured Gallery Autoblog's Top 50 Photos of 2016 View 50 Photos Image Credit: Copyright 2016 Autoblog.com Audi BMW Chevrolet Dodge Ferrari Ford Lamborghini Mazda McLaren Mercedes-Benz Porsche Rolls-Royce Volvo Convertible Coupe Motorcycle Luxury Racing Vehicles Performance Supercars Classics