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1928 Ford Model A - Bmw Powered- Hot Rod Magazine on 2040-cars

Year:1928 Mileage:140000
Location:

Costa Mesa, California, United States

Costa Mesa, California, United States
Advertising:

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.

 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. 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.

 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. 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.

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Jim Hackett says metal tariffs costing Ford $1 billion in profits

Wed, Sep 26 2018

Ford CEO Jim Hackett divulged in an interview with Bloomberg that the Trump administration's tariffs on metals imported from the European Union, Canada and Mexico have affected the automaker's balance sheet, adding that trade disputes need a quick resolution. "From Ford's perspective, the metals tariffs took about $1 billion in profit from us," Hackett told the outlet. "The irony is we source most of that in the U.S. today anyways. We're in a good place right now, but if it goes on longer there will be more damage." Hackett did not specify what period the $1 billion covered, but a Ford spokesman said the CEO was referring to internal forecasts at Ford for higher tariff-related costs in 2018 and 2019. President Trump in March announced his intention to enact 25 percent tariffs on steel imports and 10 percent on imported aluminum from the three trade zones as a way to protect the U.S. steel industry. The move sent U.S. automakers' stock prices plunging at a time when they were coming off weak monthly sales reports. Separately, President Trump has targeted China with two rounds of tariffs targeting a combined $260 billion worth of imports. China has responded by enacting 25-percent tariffs on U.S. goods including vehicle imports. In the interview, Hackett said that has hurt demand for Lincoln, which has found a growing market for its luxury vehicles in China, and made the price of the Lincoln MKC less attractive to Chinese buyers. The MKC is built at the company's Louisville, Ky. assembly plant. "We've had to move people in that factory to other operations because of that trade problem," he said. It's not clear what those moves entail or how many workers were involved. Autoblog sought comment from a Ford spokeswoman and will update this story if we hear back. Ford last month announced it was scrapping plans to import the Focus Active small crossover to the U.S. from China because of the new 25-percent tariffs on Chinese imports. Material from Reuters was used in this report Related Video:

249 reasons you want to go to Goodwood Revival

Sat, Sep 16 2023

At its most basic, Goodwood Revival is a long weekend worth of car races featuring cars made before 1970. There are lots of those, though, including some pretty great ones all over the world. But nothing is like Goodwood Revival because it's so much more than "just" vintage car racing.  First, you have to look the part. Attendees are strongly encouraged to dress in period clothing from the 1940s, 1950s and 1960s, with a strict dress code enforced should you want to enter the paddock. The goal is to create a more authentic atmosphere to match the cars and the meticulously restored and recreated paddocks, grandstands and other facilities of the reborn Goodwood circuit. Now, the dress code was relaxed this year since the Saturday was literally the hottest Sept. 9 on record in that part of England, and the organizers didn't want people dropping dead because they needed to wear an ascot. Some people definitely took the "relaxed" bit too far, but there was still plenty of atmosphere maintained. It really does make a big difference, as those "relaxed" individuals were often akin to seeing a Starbucks cup in a scene from "Game of Thrones."  You can see what I came up with below along with former Autoblog editor Reese Counts and various other Goodwood attendees. Second, there's the parking lot. But I'll let this entire separate post detail that. Third, there's the enormous carnival-like area featuring vintage-looking rides and various boutiques. Both of those are on the outside portion of the track, and honestly, you could easily just spend your entire day in the parking lot and carnival/shopping area without even crossing over into the circuit area. There you'll find more shops, food and drink opportunities, plus obviously, race car paddocks and the track itself.  Fourth, there are airplanes! I heard there are fewer than in the past, but they're there and they're cool. The Goodwood circuit started out life as the perimeter road around the World War II airfield RAF Westhampnett.  Fifth, with all of the above, Goodwood Revival really is fun for the whole family. It isn't just a bunch of old guys sitting around in lawn chairs. There are plenty of women and adorably dressed children, including babies in vintage prams. It's also not an event that's exclusively for the uber rich, even if they are certainly in full force given who has the sort of money needed to go vintage racing.

2016 Ford Taurus to ride atop reworked Fusion platform

Wed, 19 Mar 2014

Generally, cars get bigger and heavier as they get older. That's why it looks so ridiculous when you park a classic Mini next to a modern version. The same can be said of the Corvette, the BMW 3 Series, Porsche 911 and, of course, the Ford Taurus. In the Taurus' case, though, that size has become a liability, particularly because the big brute isn't nearly as sizable on the inside as it is on the out.
For 2016, Ford is aiming to rectify that. According to Edmunds, the 2016 Taurus will ride on a stretched and widened Ford Fusion platform. Ford is expecting this move to go a long way in trimming the Taurus' ample body fat.
"The problem with today's Taurus is that it is overweight and even the high performance SHO is not really competitive," said a source that spoke to Edmunds on condition of anonymity. The 365-horsepower SHO variant, "actually weighs about as much as the stretched Audi A8 L. Of course, Audi uses an extensive amount of aluminum, but it is a much bigger car."