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
Zenith Wire Wheel Co ★★★★★
Yucca Auto Body ★★★★★
World Famous 4x4 ★★★★★
Woody`s & Auto Body ★★★★★
Williams Auto Care Center ★★★★★
Wheels N Motion ★★★★★
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George W. Bush's 2009 Ford F-150 fizzles with $300,000 bid at Barrett-Jackson [UPDATE: w/video]
Sun, 20 Jan 2013Despite some truly impassioned pleading from Jay Leno himself - including calling on Arizona's notoriously Republican-rich voters to beat the $600,000 level set the last time Leno sold a vehicle for this particular charity... in California - bidding for George Bush's 2009 Ford F-150 pickup truck stalled at $300,000.
All proceeds will be sent to the Fisher House Foundation, so at least it's $300K going to a good cause. Feel free to check out the live image gallery above, which includes shots showing Leno's skills helming the auction, and read through the official auction description below.
*UPDATE: Video of the auction and Leno's prods to the crowd for more money can now be seen below.
Ford Transit Skyliner Concept does discreet luxury in NYC
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The Transit Skyliner Concept, which we previewed last week, sports four finely crafted captain's buckets that can be moved into different formations based on need. Want to watch a movie? The seats can be swung around to face a 52-inch screen. Riding along with some business associates? A table can be popped up. There's even a configuration for tailgating.
The materials are, unsurprisingly, pretty plush. The leather seats and wood floors (yes, wood floors in a van) look great, while the trunk and its customized luggage are a nice touch, as well.
2018 Ford Expedition spied looking stylish
Tue, Sep 6 2016The Ford Expedition and Lincoln Navigator got a cool reception for their 2015 warmed-over redesign. But with big, high-riding vehicles once again in vogue, Ford is pushing ahead with a ground-up redesign of its biggest SUVs. Based on these spy shots, the Expedition will continue to serve as the Navigator's more affordable twin. Yes, that's a bold prediction, considering we still haven't spotted Lincoln testing the new Navigator, but study the greenhouses on this Expedition prototype and the Navigator Concept from New York – from the arrow-straight belt line to the extra-long rear window to the aggressively raked windshield, this Expedition's overall profile is broadly similar to what Lincoln previewed earlier this year. While our spies claim the new Expedition will look to the F-150 for design inspiration, we see a departure from past Expedition tradition. Unlike the supposed Expedition spy shots we showed you nearly a year ago – which was nothing more than an SUV with an F-150's nose grafted on, this prototype's front-end styling looks softer and more aerodynamic, with a smaller grille and headlights, almost like an Escape or Edge. This kind of change would explain the additional front-end camouflage. In back, our spies rightly point out that Ford fitted a faux rear end to disguise the rear window's rake – expect the real thing to feature the angled rear window previewed on the Navigator Concept. Look at the last image in the gallery for a better idea of how the Expedition's rear window will actually look. We can't say a lot about the taillights, because of the camo, but non-LED taillights are present. We'd expect Ford to offer LEDs on higher trim levels. While the F-150's styling might not make the transition to the Expedition, its powertrains and emphasis on lightweight aluminum will. Our spies report the biggest SUV will ride on a new T3 platform and feature an aluminum body, with the F-150's 3.5-liter EcoBoost V6. Expect a ten-speed automatic transmission and start/stop tech for sure, while the smaller 2.7-liter, twin-turbo V6 could slot in as the Expedition's base engine – we're less sure on that one. And we're even more uncertain of the rumors of an Expedition Hybrid. Our spies report it could mate a 3.5-liter V6 with an electric motor(s) and battery packs for a more economical full-size SUV. Expect to see the 2018 Expedition debut in January, at the 2017 Detroit Auto Show.