The Hot Rod Disorder™

Honk If You Like Hot Rods

2012-01-18T20:56:00.000-08:00

Of all the roadsters I've ever worked on, none have had horns. It just isn't a priority, just like turn signals.

But since I had all the parts, why not?

Actually, I thought I had all the parts. I couldn't find the vintage column mounted button, it's somewhere in the garage. No worries --I'll be using this old cigar lighter, and it makes for good camouflage too.

All told, I have to have only $10 in swap meet parts here. The lighter being the priciest part at $6.

You know that lighters lock down while the element heats up, then pops up when ready. So to prevent that, I bent the three inside prongs enough to only make a ground contact and no more. If the lighter were to lock in, the horn would blare!

A little paint, and it looks new again. I also made the missing top part of the dash holder clamp, it's what will hold and ground it to the metal dash.

The next problem was where to mount the horn. Space is limited, plus horns aren't pretty to look at.

I though of putting it behind the engine and under the passenger's feet.

Then I found that there was space under the radiator and behind the front grill. This was only better because I don't want to be too close as I toot my own horn!

...also, more hidden.

There was nothing to bolt it to. So I made a simple strap from steel flat rod that bolts under the radiator mounting bolts.

Finally, wiring it all up. A horn relay is important because without it you be sending the full power of the battery through the switch and for some reason that is bad. That is why they make this relay.

As this diagram shows (taken from my basic hot rod wiring post), battery power comes from the fuse block to the 'B' post on the relay. 'H' is connected to the horn, 'S' goes to the switch.

A 20 amp fuse should be fine.

Here is the relay mounted under the steering column bracket, nicely hidden from view.

The lighter looks right at home on the dash of a 50s vintage car. I've been told everyone smoked back then!

Today, this lighter has become an "anti-smoking" scare tactic. An unsuspecting smoker will push in this lighter only to get a warning signal! In Your Face!

Swap Meet Wagons --Oh How I Hate Them!

2012-01-09T19:39:00.000-08:00

The "Easily Tripped Over Wagon

Aagh! I've never been a fan of those hideous, derelict kid's Radio Flyers old guys drag around swap meets. They are almost always walking slower then everyone else, and they selfishly take up more room in crowded aisles.

I especially like them less ever since I almost took a spill over one left haphazardly across an aisle by a careless owner last summer. Sure they have to be helpful. But you guys have got to be more conscientious of other people's safety! Duh.

So be wary of gaudy wagons and their unscrupulous owners. They are a menace to us all!

The "Wagon Train"

Extra Wide

These are a few I witnessed at the last Long Beach Hi-Po Parts Exchange.

Here's one that is a foot wider then the average wagon. Really, is that necessary?

The"Almost useless, just as dangerous wagon".

The "Wagon Carrying Wagon Wagon"

This one isn't bad, it's a good size. But it has tailpipes and no engine.

Too tall...

Slick tires are for better traction.

Guilty! I own two wagons. But I don't 'trick them out', or take them to swap meets (except for that one time to the LA Roadster Show).

The wagon getting humped is the one I've had since I was a wee lad --I've repainted it twice!

2011 Mooneyes Xmas PARTY!

2011-12-10T16:30:00.000-08:00

This years Mooneyes Xmas Party was Bigger then ever in every way! I'm so glad I went, because it took a lot of willpower to get out of my warm bed this morning. I got there at about 9am, as a spectator only, and the parking lots were filling up fast.

First thing I noticed, nobody couldn't have asked for better weather! Having an outdoor show in December is risky, use last years rained-out show as proof. This year everybody was having a great time --the sun was warm, and even the ladies could dress up (or down).

Car styles for everyone! Yes all genres of classics were represented. So in this post, rather then my usual ramblings, I'll give you one-word descriptives:

(the ladies are at the bottom, by the way)

VANS

Vans are getting crazy popular again, who would have thought!

CLUBS

COUPES

CUSTOMS

I like the hot-pink ones, what can I say!

TRENDY

I saw Iron Man drive in.

LOWRIDER

CROWDS!

The most popular place at the show.

XMAS

BLING

RATS

MUSIC

MOON

It wouldn't me Xmas without Moon.

SCOOPS

4 cars, 10 scoops

CELEBRITIES

TRADITIONAL

ODD

7.50x16 front and back

HAMB

LADIES!

Thankx ladies.

Vintage Sprint/Midget Dirt Track Meet at Willow Springs

2011-12-06T22:58:00.000-08:00

It's a rare opportunity to get to see vintage sprint cars race around a track. And for me, it was my first time seeing sprints or midgets run, ever.

November 25-26 was the 19th Annual Walt James Classic hosted by the Western Racing Association (WRA). It's held every year at Willow Spring Motorsport Park in beautiful Rosamond, CA, just over the Kern County line. Among the 7 races courses at the venerable Willow Springs is Walt James Stadium --a 3/8-mile clay surfaced track with no walls, perfect for track-roadsters, Sprints, and Midgets.

This was an awesome sight to see. Although it wasn't a real competition, all these people were really here to do was celebrate these old racing cars with a go around just for show & fun. Owners get to drive their pride-and-joy for about 10 minutes before another class of car gets their turn, in a rotation that lasts until dark Nobody get hurt and the cars get to do what was meant of them: get dirty, or at least that's the plan.

Awesome cars were all around. Vintage racers from the 30s to the 60s. With Halibrands, V8-60s, Hilborn injectors, long tail pipes, nerf bars, chrome & aluminum galore!

I really went to see how they were made, but I saw so much more.

1936-1940 Ford V8 60hp, here with dual intake, 81 carbs, and magneto.

Fortunately there was one vintage track roadster there. It's a '27 Ford with Dodge turtle-deck, on an Model A frame, Ford suspension parts, ans a highly modified Ford 4-banger. It had an airplane seat and a real Bell steering wheel.

The owner also owns the vintage sprint car behind it. These were the two roughest cars there, can you believe it?

The driving was intense! Not really.

The cars had to maintain distance from one another or be black-flagged. But that didn't stop them from going fast and kicking up some dust!

Even with all the cautiousness an accident did accrue. Late in the day two sprints tangle tires, spun around and got airborne for a short distance. Flattening the tire on one car at least, denting the other. No one was hurt, just some bruised egos I guess.

Ford Flathead Transmission --Clean, Gaskets, Bearings

2011-11-11T22:20:00.000-08:00

This trans isn't going to be a big challenge. Because lucky for me this transmission was in good shape. This one is going into the Model T.

It is a 3-speed, typical flathead tranny, late case; part number 78-7006. But it is a 1950 truck transmission, and because of that it has some upgrades that makes it a good one for me.
I bought the trans attached to my first flathead, way back in 2003 and saved it all this time.

It is an open-drive, with a sliding yoke instead of a closed torque tube.

That's the speedo sender sticking off the top of the tail housing.

It also has the light-duty truck gears, only found in these transmissions. But they are in fact heavier-duty then popular passenger car gears.
It has a 27/16 tooth count main gear, it's a gears set that can't be mixed & matched with any other gears.

Taking the gears out for the first time, they all seem to be in good shape. The bearings inside the main lower gear of this later transmissions has the loose pin roller bearings, rather then the caged type. So I had to make sure I don't loose any.

You can see he pins falling out the front >>>>

I've stored this trans for years, I really should have drained it. There was about a cup of water hiding under the oil, But I have a feeling I let it get rained on a few times.

Luckily, no harm done.

My biggest worry was these pits in second gear. But Jim Gordon assured me, they are a quite a minor defect and I should ignore it. Jim has much info on transmissions, and he's happy to share it.

Compare the new & old trust bearings.

Jim is also best source for all flathead & trans parts I know in the LA area. He own and operates Specialty Ford Parts in Rosemead CA --I'm just so glad it's there sometimes!
I bought all the parts I needed to freshen my trans up; gaskets, seals & thrust bearing.

There are also other sources like MacsAutoParts.com.

Some decreasing and ta-da! Like new again.

The case & gears now clean, it is time to put in the gears.

Remember those loose pin bearings in the main gear. Well you need something like this: heavy transmission assembly grease. It's really the only way to keep the pins stuck in place when sliding in the main gear shaft again.

Here is that main gear shaft I'm talking about. That is its retaining pin at the end. Use it as a handle to help slide the shaft in again.

The main gear has to be sitting on the bottom of the case to disassemble the gears and also at reassembly.
Getting this shaft in and out may be the hardest part of building a Ford trans. It couldn't all be as easy as cake, could it!

I wouldn't forget to replace the front seal or I might be sorry later.

Reference material may be helpful, but honestly the only way to really learn is take it apart yourself.

These transmissions couldn't be easier to work on. And frankly, it's pretty fun doing this kind of stuff.

Before that top goes back on for the last time, I'll make sure I have the shifter's arms in the gear slots, and a new gasket to seal it.

And it's just about done --ain't she a beaut! A little more wire brushing perhaps and it's ready for paint.

"Everyone's Dream Find", I Got It!

2011-11-07T22:46:00.000-08:00

You know how you're not really sure about something until somebody else says it too? Well that's how I felt.

Issue 37 of Rolls & Pleats Magazine, out this month, features Daytons --it's the first car you see inside! I'm very honored to have a car I own published.
Local hot rodder and friend, Chris Casny shot the photos at the Throttler Picnic in secret --the photos look great Chris! In fact it might be a better representation of how the car really looks then it did in Little Pages. These pictures aren't photo-shopped --more au natural, you might say.
And maybe that's the way like it in France, where Rolls & Pleats is published. Jerry Desvaux, Editor in Chief, hails from across the pond. Jerry corresponded with me via email for details about the car. Also visiting this blog for some vital statistics.

Now I know a few of you don't get Rolls & Pleats where you are. So I'll just go ahead and show you the few pages with Daytons only. But believe me, if you can get your paws on R&P, it's a really good magazine.

The last paragraph is my favorite part.

xoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxoxo

Coincidentally Daytons made a sneak appearance in R&P's last issue, the one covering Grand National Roadster Show.

There he is, poking out from behind the Suede Palace's "Best Custom"

Daytons is For Sale

2011-10-31T12:20:00.000-07:00

Yes, it's true. The Bill Bair's roadster that friends and I call "Daytons", is for sale.

I'm posting this exactly two years from the day when I saw this car for the first time and purchased out of that small Long Beach garage. Ahhh... I can remember that day very well.

My hot rodding life has changes immensely by owning this car. It's been the topic of more then a few blog posts here, which has kept you the reader, and me, entertained. It's coolness has helped me make many new friends, in person & online. And it is now featured in two popular magazines, Rod & Custom's Little Pages, and now Rolls & Pleats.

Plus, I've learned a lot about hot rods simply by owning this vintage roadster for the short time. New techniques & ideas, some of which I am already using on my current roadster built, the '27 T.

I am a lucky persons, I got to reintroduced Bill Bair's car back into the world. I only hope Bill would have liked what I had done with it. People really love to see this car, it craves attention.

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. FOR SALE: Vintage 50's Hot Rod, A True Southern California Roadster

The new owner will get the whole package! This car is more then meets the eye --you can change it's look to suit your pleasure. It has a removable canvas top, a 3-piece hood, extra wheels with wide tires.

Everything you want, and more on a hot rod roadster! You can plainly see it's a Model A on a original 32 frame, but under that bonnet beat the heart of a winner. The Ford flathead engine is all vintage muscle. And just like the body it is custom everything!

A car with a long history and comes includes an album with many old pictures. The oldest dated photo is 1959, and some undated are older.

It is fun to drive, starts easily, shift well, stops well, and it gets a lot of attention.

The cosmetic condition of the car is less then great, the paint is fifty years old and has many scratches & chips. All the chrome has aged, as has the rubber, and everything else in fact. This is an untouched vintage hot rod, and it looks every bit the part. Born right here in So. Cal. with hot rod history running through every part.

The asking price is: $35,000.

To learn more about this car, I've updated the roadster's page with all the statistics and new information. Please click the picture on the left side of the page "Daytons" or click here.

If you have any questions or comments, would like to see the car in person, or to make an offer click this link to email me.

Petersen Museum Open House - Ultimate Car-Guy Fantasy Comes True!

2011-10-26T22:48:00.000-07:00

The first car you see walking into the basement, a custom Bugatti with arabic license plates.

If you've ever been to LA and missed going to the Petersen Automotive Museum, you missed something good. But If you are a member of the museum and never been to the open house, well then you should be in bed crying later!

Tonight, my wife Wendy & I went to the annual open house for members only. This event is worth the small price of a yearly membership alone. This is the only place on Earth with a true melting-pot of world class cars! And it's basement is open for view only once a year to us regular folk.

Nowhere else on Earth will you find a 1925 Rolls Royce Round-Door Phantom parked next to a beat up shell of a Muntz Jet. Or the Doane Spencer roadster keeping company with a gold plated Delorean. AMBR winners, Big Daddy Roth cars, solar cars, Kurtis midget racers --dream cars for everybody! I'm not exaggerating either.

I spend a good 15 minutes with the only car I really wanted to see, Frank Mack's Model T. I was told it wasn't in the basement, and there it was in a dark area near the front. This was the first time I've seen it in person. I was happy.

I've never seen this slammed coupe before, I'd like to know who's it was.

Unlike the cars on display up top, cars down in the basement don't have info placards.

This is one of two Muntz Jets in in storage, this one was the bad one.

How many of you have seen a Mercer Raceabout in person?

You might know these two hot rods. Yes, those are the original ones! Stacked down here as if they were just parked at the mall. Actually, they are usually on display. But the Phil Hill exhibit is in theirs, and the Doane Spencer 32, place at the moment.

I don't know much about this car, but I liked it.

I didn't see Bruce Meyer there this evening. Let's just assume he has full access to the basement anytime he wants.

1946 Kurtis Midget, one great restoration car.

Why aren't these on display with the Super Sports Cars exhibit happening now?

Cars not good enough to display in the museum?

There were over 100 vehicles the public will never see down there. Priceless cars to the mundane! I wish I could share what I was feeling with you, but I'm no Wayne Carini.

This one was a jaw dropper. I've never seen this car before either. It an obvious vintage hot rod no doubt. But it's half Ford, half Duesenberg, at least I think so. Duesy engine & grill, modified Ford body, suspension, frame. Four Stromburg carbs, BLC headlights, Chevy taillights --standard hot rod parts.

I did a little searching online, and only one old photo popped up, really no other info. I could tell this was done in the 40s/50s, hmmm.

'Sniper' is its name, many of you should remember it --this custom was a game changer. Now it's way in the back in the basement next to the Elvira's '58 Thunderbird.

Elvira's T-Bird on the left, Barris built Elvis movie car right.

This is it, right off the Pebble Beach lawn --1925 Rolls Round-Door Phantom. One of the coolest cars you'll never see.

One of the oldest cars you'll never see.

Guess who Wendy is... she's eating the free hot dog.

Johnny Rockets was treating guests to milkshakes, as if the night couldn't get any better.

Aircraft "Bomber" Seat in a Hot Rod

2011-10-24T11:01:00.000-07:00

The issue of seating has been a topic of a lot of thought. I had a few ideas, but I kept coming back to my original idea --one seat, right in the middle, and vintage aircraft.

There is no way I would just screw it to a plywood floor.

Patiently waiting for the right opportunity, I was rewarded with a nice match pair for sale on ebay. The seller was restoring a warbird, but the project fell through. The naval airplane seats had already been were striped of the grey paint, and were looking pretty nice.

The debate continues whether bomber seats are "traditional". The answer is: it depends.
Look at plenty of race cars, roadster-racers, track jobs, lakesters from the 40s & 50s, many had aircraft seats. Now look at street hot rods from the same time, and you might notice none of them had war surplus seating.
So 60 years ago when weight (thus speed) was a issue, war-bird seat - YES. Comfort and sensibility, fighter plane seat - NO. The only airplane themed cars in 1955 were lakes only, belly-tank streamliners.

Now that I've had the seats a few months, I finally figured out how to install one... finally.

>>>By the way, two average aircraft seat don't fit into a Model T roadster. The seats are too wide and the T too small.

OK, to the right is how the stock seat hardware looked on the back. Aluminum & wood verticals, and aluminum brackets. The handle on the side was for adjusting seat height.

The brackets have holes for tube to slid in them. One idea was to use tubes again, but the size was some sort of AN sizing, 15/16" tube? It's not made!

I simply unbolted the brackets and and replaced them with 1" heavy wall square tubing. This way I can make a seat frame custom to my needs.

My needs were; it has to sit low, it had to leaning back a bit for comfort, and it has to adjust back and forth for diffident height drivers.

The foundation's start was simple, two 1x1.5", 1/8 wall tubes across the frame.

I'll weld these right onto the frame later. And I'll make joists to the longer piece for more support.

Now that the lower base is settled, I made seat slider rails with adjustment holes 3/4" apart. The rails are 1"square, 1/8" wall tube.

The ends of the tubes are all caped and sanded smooth for looks.

The lower base is just below the level of the interior floor so I can still put a floor panel in and hide all my nice work.

I'll skip the process and show you the results. This is the seat farme, there is the 1" tube directly replacing the original aluminum & wood, and tube brackets. The frame is fully welded and quite ridged. And the seat itself is not flimsy in the least. Now lending it's own strength, it is not going move around in a hard turn.
I purposely didn't go overboard, the focus will be on the chair and not the supports.

This is the seat frame minus the seat. The seat was it's own jig. I tacked the parts together while on the seat and finished it off without.

Another look at the adjusting rails.

"bomber belt"

I bet you are asking, how about a seat belt? Well I have that covered too.
This just in: actual WWII fighter plane harnesses --date coded, canvas and leather, early steel length adjusters. Another recent ebay find.

Attachment couldn't have been easier. I used 1.5" wide, 3/16"thick bar steel, welded to the lower rail.

Aircraft seat in a hot rod complete. Now I just need a cushion.

Long Beach MOTORAMA! (2011)

2011-10-01T22:17:00.000-07:00

The second-annual (reborn) Long Beach Motorama seemed to be an improvement over last year's. Although I thought last year it was pretty great. The attendance was larger, the displays bigger, and the cars even glossier!
The weather couldn't be better --Saturday was sunny and hot! Despite a few drops on Friday's opening day, the grassy parking drive-in area was quite full with all sorts. But first, the indoor cars:

Now I can't show you every car, so I'll show you some of my best shots.

I'm not really a customs-guy, but nobody can say the don't like any of these cars. I mean each one was truly rolling art work.

Of course it's also a hot rod show...

The king of the hot rods itself, the Barris built 'Emperor'. The original owner was Charles Kirkorian, today by Blackie Gejian.

Once winning America's Most Beautiful Roadster, and one of my personal favorites.

Gary & Karen Schroeder's 1932 roadster, one of my new favorite cars. Gary has used a lot of components his company makes, like front & rear torsion-bar suspension, and a sprint car steering box. The car is bristling with one-off machined parts as well as many vintage items, as seen on the dash for instance.

A car that piqued my interest was this lakester built from the wing-tip fuel nacelle of a Lockheed Constellation. The inner frame is steel with a aluminum skin, the 700+ gallon tank was found in Canada and was used for water storage before it was a car.

The car is registered for street driving as a 1917 Crow brand automobile, but has nothing really to do with a Crow except to used the V.I.N. The lakester seats two in tandem, and used many aircraft parts as well as numerous custom parts like the 20" wheels.

In the side room...

Love it...

respecting it...

drooling.

I'm just in awe of it all.

Spectators can get right up and literally smell the history!

< < < < < < < < < < < < < < < < < < < < > > > > > > > > > > > > > > > > > > > >

Outside, it's one whole other show! These cars are all about what So. Cal. is --only the coolest rides!

Until next year.

Throttlers Picnic 2011

2011-09-18T22:47:00.000-07:00

Another year, another great Throttler's Picnic. Always a great turn out of friends and cool cars. And I'm always meeting new people every year. It helps to have a car at the show, that way guys will have something to talk about.

I took Bill Bair's car "Daytons", year #2 for it. I picked a nice spot near the the cars of the Burbank Choppers --that way I'm sure to get into some peoples photos.

Local LA hot rodder and new friend Ollin Trujillo followed behind me to the show at 8:00. He drove his non-rod Toyota, but next year we're pretty sure he'll be driving his AV8 currently under construction.

Some great looking roadsters were there --this is So. Cal. after all.

Click on any photo to enlarge.

Here is a great looking 32 roadster, it's got some speed parts on it:

It's always nice too see a good looking roadster with fenders.

Jon Fisher brought his latest acquisition, a 32 coupe rod/custom build by Valley Customs in the early 1950s. A really good looking car from any angle, and great color too.

I liked this roadster too. Mild rodding done in the late sixties I believe I was told.

Here is a nice Merc custom, not the usual lead-sled. Another mild ride, it looks easily like it was right out of 1950 something.

It was easy to see it has a flathead V8. The air cleaner caps were different, no screw on top. Really clean engine though, I like it.

It may look rough, but this 32 is all together ready.

Check out the Stewart Warner vintage smooth bezel/curved lens gauge collection above, pretty sweet.

Some of you might have seen this car elsewhere, this roadster T is owned by Lynn Bird. Lynn is talking with Jon Fisher before taking off from the show.

To see more, check out Chris Casny's awesome photos posted on the HAMB forum, CLICK HERE.

Sticker-Shock, Flathead Engine Rebuild - part 3

2011-09-07T12:48:00.000-07:00

MUCH different looking then before.

Early on, my friend Ed threw out some estimates of what it could cost to rebuild my 1942 Mercury short block, and I blew it off as an exaggeration. But he was closer to the truth then I though! Given all the repairs it will to take to save the old thing, it's the my biggest expense as yet.

After getting the report back from Jeff at Jim Grubbs Motorsports, I seriously considered dumping the Merc block! I have a budget for the engine, and it's about to sprout wings.

Jim Grubbs himself w/miscellaneous customer wearing outdated t-shirt

The report was fairly grim: cracks --a lot of them, and a lot of thread repairs too. Cracks from the valves to the cylinders, at least two. The repair would require drilling & welding, then re-sleeving. Then there were the many destroyed head bolt threads, at least 9 of them. But the news wasn't as bad as it could have been; it's all fixable. No cracks on the main webs to the crank means the block is workable. The cylinder walls were OK too, but it was already over-bored to 3-5/16"+.040, so it's going to 3-3/8" bore, and that's fine with me. Jeff thinks it'll be fine too.

So after a little more sole-searching (aka, wallet-searching), I'm going to have the work done, and I gave Jeff the green light.

Sure I could have looked for another block. But chances are every one of them could have been as bad or worse. Plus how often does one come across a pre-war Mercury engine? Hardly ever... that's how.

Now I need to go shopping!!! Man-style, we're talking engine parts! Hold on, I'm still on a budget right? --Damn. Back on earth again, I'm searching the internet and catalogs, and concluded I'm going to have to get most of the parts from Speedway Motors. It's not high end stuff, but it will do.

Valves, guides, springs, head studs, pistons, rings, gaskets, and more = $924. I bought the better pistons for $250, made by Egge. They are nice, but a bit on the heavy side I think. Still less expensive then anywhere else. The springs were a nice surprise, they are Iskenderian. But the Offenhauser stud kit was a real eye-opener, I didn't think fasteners could look so bad. The washers are black, the bolts were that gold color plating, and the studs silvery and looked really cheap. Plus they are a 1/4" too long and are going to stick up. I'm currently looking for alternatives.

I would recommend the gasket kits made by Best Gaskets especially packaged for Speedway. With great additional features like a one-piece front seal and better rear main seal, and it's still a better price then competitors.

Speedway has the engine parts, but I'd say they are a mid-point between great racing parts and regular restoration parts.

+++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++

On another positive note. Gary Schroeder at Schroeder Racing Products completed assembly of my custom Sprint/Midget Type steering box just in time for Labor day.

This will literally be the highest tech part on the car despite being a relatively 60-year-old design.

Gary Schroeder, son of Gordon Schroeder, with their famous steering box (my one).

Getting Dirty, Flathead Engine Rebuild - Part 2

2011-08-24T01:17:00.000-07:00

Alright this is my first solo engine rebuild! You were already getting the feeling, right? Yeah, the last was about 13 years ago with a friend who did most of the work, and that was a Ford 351 Windsor. But I still remember the basics, and I'm reading up on it.

The start of the disassembly was going so smoothly I forgot to take pictures! The pistons and rods were out the block in minutes and I didn't even need to use a ridge-reamer. The reamer removes the lip that forms at the top of the cylinder on high mileage engines from piston rings. My cylinders were OK.

Next were the valves, valve guides, and springs. I wasn't planning to reuse any of the valve train, that's good, because I made a mess of it!

First the valve retainers needed to be removed from the bottom of the valves and from under the springs. This is where the first of the flathead specialty tools, a spring compressor, would have come into play. But I don't own them, so I improvised.

The spring compressor could have been used here. But a large pry bar can be used... so I used a crowbar instead.

I took a lot of muscle to pry the springs up, the little retainers were sticky with oil --so I was getting little frustrated. But they all came out, some with a struggle. Little did I know even more anxiety was to come...

With the retainers off the valve can move up and down with ease.

59A and older valves have mushroomed ends, so mine just don't slip out like 8BA, Chevy V8, or any other valve newer then 1950. These stayed in until the guides came out, which is the next step.

The guides have a retainer too, commonly called the horseshoe clip. The retainer needs to come out first. This is were the second of the flathead specialty tool would help --the valve guide remover.

Instead I used a screwdriver and hammer to move the guides down a bit so the clips can be pulled.

Most moved willingly and were super friendly. Seven valve were not so nice and stayed put. The nicest valves & guides just about popped out the top of the block with the retainer off.

So it was off with their heads!

I grabbed the hack saw first, it was right there. Nope, a blade went flat before I could go half way through one valve.

Next, I reached for the hot-wrench with some sort of nostalgic reasoning I thought it would work. Nope, the valves are not steel, thus they do not oxidize and can't be cut. That is probably why my hacksaw blade dulled, the valves are stainless or something.

Finally I picked up the grinder, which was actually my first thought, and in two minutes the stubborn-seven were headless, Eureka! And in less time then it took to set up the cutting torch.

Now I could hammer those stuck guides. I used a socket & extension. Done, and now with the retainers out --another problem. The guides are only going down, not up. And they can't go far enough down to come out either, stuck again.

Bring back the grinder. I cut up the springs and valve stems inside the lifter valley, literally putting the grinder inside the engine. I was super careful, I did want to save the cool Johnson adjustable hollow lifters, so I kept them down in the bores.

Finally the valve train was out, I had some mementos, I'm talking about the old valves. And the camshaft came out easily once all the lifter were free.
I numbered the lifter as they came out. I had to, they match the lobe, so if I wanted to reuse the cam & lifters together it's a must.

I took the water pumps off next, or at least one of them. The passenger side inside bold that rusted & rounded bolt head, I couldn't loosen. So I left it on for the machine shop to get off.

But look what was inside the driver's side water jacket, sand & gravel? Literally pebbles fell out. Could this have been in a boat and sucked up sand from the river bed. Rust was in there too, but nothing unusual about that.

The exhaust passages are filled with sand too, as are the exhaust bolt holes, and the oil pan is caked with it also (on the outside). I think the engine may have just sat in a really dusty field for a while with sand blowing over it while inside a car --missing the headers and water hoses. Just a guess.

Now that it was apart, it's off to the machine shop. I drove past H&H to my favorite shop, Jim Grubbs Motorsports in Valencia. Where they build real racing car engines, and have the latest & greatest equipment.

Soon I'll be spending good money to find out how bad my block is --I can't wait!

It's Time, Flathead Engine Rebuild --the beginning.

2011-08-16T23:54:00.000-07:00

Despite there being no recent updates on the dirt track T roadster build, I have been working on it.

The suspension is done, as is the chassis --for the most part. So now I've reached that point where I no longer can hold out building the engine, transmission, and differential. Brakes, wiring, fuel system are easy! They will come later. But I have got to start doing the engine stuff now according to the schedule I planned ahead of time.

Today I yanked the engine for tear-down. It's that crusty red thing in the picture.

There is the old 8BA, feels like so long ago --it was, dang it!

The first engine in the car was actually a complete, stock, 8BA. But after a short time I bought this red, former hot rod engine, that seemed much more tantalizing (I'll explain later). And considering my first Model A also has a 8BA, I thought a prewar engine might be fun.

If you are into flatheads, study the engine block. You might notice the water passages... triangle... circle... trapezoid. Yes, you are correct, it's a 1941 or 1942 Mercury block.

Basically, a Merc block is the prewar predecessor to the post-war 59AB. It has the look of prewar engines, but the bigger cylinder bore of what every Ford had postwar.

Further proof, some Mercs had '99' stamped on the intake deck.

What's the big deal? Well a lot of guys way back when would say they had a "Merc engine" to be cool, but there was usually no way of proving it without taking the heads off.

Earlier I mentioned that it's a former hot rod engine. How do I know? It's already loaded.

It has an Isky cam, adjustable Johnson lifter tappets, the block has been relieved around the valves, it has an aluminum cam gear in front, and it was painted red --that's how I know.

Plus, perhaps the most defining reason may be the over-bore. It's 3-5/16, pretty big for a Ford block, but a 'safe' improvement to a Merc.

Here, you see the piston stamped '3-5/16'. And at the top of the piston is 'STD'. So I guess it's a standard 3-5/16 big-bore piston then. The '8' because it's for cylinder number 8.

Iskenderian 3/4 race camshaft, the '77', which I've heard is a great cam for the street. It's a bit "entry level" for me, I'm debating whether to reuse it. Let's see what it looks like when I pull it first, that may decide it for me.

Nothing too special down below, it's a standard 3.75" stroke crank.

I haven't yet found a reason why this engine was pulled from a car to begin with, nothing broken and it's not very worn-out from the outset.

Also normal, sludge in the pan. Flatties are notorious for sludge. Ford never did work out a proper oil filtering system for their first V8.

OK, what is next? Well I have to dismantle it to take it to a machine shop and have the blocked checked for cracks, etc, before machining.

Check back next week for Part 2, if I haven't given up already.

I Sold At The Long Beach Parts Exchange

2011-08-08T12:21:00.000-07:00

Yes, I sold a lot of bulky things I will probably never use. Feels good to unburden myself of some of those things. I now have space --I can breath better.

Many thanks to all my friends that stopped by (in no particular order): Richard, Fred, Nick's Brother, Sam, Bill, Oggy, Hey --How's It Going Guy, Jim, Charlie, Sideburns, Dennis, Model A Big-Talker Guy, & East Coast Richard.

This picture was taken mid-day, so some of the parts were sold by now.

My E&J Type 20 Headlights are gone forever. I sold those kind of cheap --a little regret there. But that's ok, I doubt I'd ever use them, and I didn't loose any money.

Nobody bought the hoods, running boards, or 'A' bumpers though --they are pretty bulky parts. I'll try Craigslist, I really don't want to put them away.

But all the wheel & tires gone! Happy about that.

The best thing to happen was right at the end of the day, I found the 2.5-gallon WWII oil tank I have been looking for for two years! "East Coast" Richard had it in his stall only 100 feet from mine all day and I didn't know it.
After I packed up at noon, I took a short stroll and there it was!!! I left for home right after that, no need to keep walking. I finally had the last major part for the Model T I wanted.

I found it at Long Beach: WWII oil tank, awesome hot rod material!

Long Beach Model T Club Vintage & Classic Parts Exchange

2011-07-30T10:58:00.000-07:00

...or as I like to call it, the LBMTCV&CPX. The "T-swap" is annual 2-day event hosted by the Long Beach Model T Club starting on... Friday? I'm guessing 98% of the members are retired.
Happily this year I was to be able to attend both days. I spent about 10 over the two days searching the aisles and yapping it up with friends.

There are always cools cars to see and even better parts to buy. Club swaps are always the best as far as bargain prices on hard to find parts. I never try to miss them.

A very slick black 32 roadster, everything about it was cool. Super nostalgic look with the Ford wire wheels, fenders, and chopped convertible top.

Odd that even the headlight rims are painted, but that adds to the nostalgia.

The roadster had a terrific interior to match the exterior.

A rare 1931 slant-window Victoria, this one has some very real, very rare hot rod parts. Very Cool.
I mistook this for a 32 originally, thanks to reader Fred A for the correction.

Cragar wheel caps matched the Cragar OHV 4-banger engine. Polished E&J Type 20 headlights, but it looks like the original lenses were replaces with sealed beam bulbs.

How about a 1933 Lincoln Dual-Cowl Phaeton Touring Car. Looks like it's in the middle or a restoration, but it's nice to see it anyway.

I couldn't find the owner to ask how passengers get into the back seat.

Lots of nicely restored Model T & Model A, like this perfect 29 roadster. Quite a contrast from the hot rods I own.

1928 Whippet roadster, A rare car today.

There were cars for all tastes.

A very early hot rod, they called them 'Speedsters' back then.

The car I drove... and the car I wish I were driving.

Of course I bought parts!!!

Super rare Sun 8000 rpm tachometer from 1947. I'm pretty sure it is a early as it gets for Sun tachs. And 8k, this is a real racing part!

I bought one of these filters at the LA Roadster Show swap and sold it on ebay --I did very well. So I picked up a couple more.

And some other stuff.

A-V8ers Car Club Plaque --Home Made

2011-07-12T10:58:00.000-07:00

No self-respecting car club should be without a means of marketing themselves. And in the traditional hot rod sense, it's done with a cast metal plaque screwed to the back a jalopy.

The A-V8ers are no different. But as we are who we are, we'll make them ourselves!

I promised almost a year ago I would show readers how I made the A-V8ers plaque --and the wait is over! But I gotta tell 'ya, it was one of the hardest things I've ever done. From design to completion was an uphill battle. Yes, the learning curve was steep. But I gained many new skills along the way. And the final result... glorious!

So click on the new page link: Our Car Club Plaque, to start making your own.

Mile-High Hot Rodding

2011-07-03T22:55:00.000-07:00

Not Los Angeles

The week following the LA Roadster Show I thought I'd show my appreciation to my good friend Ed Gallagher by crashing at his place in Denver for five days --and with only one week notice!

For the past few years Ed has lived in Parker, Colorado working for the Starz Network in Denver. And he's been wanting me to visit The Mile-High City to show me the car sights and the car he's building. So after his seven trips to LA, I thought it was time for me to go Rocky Mountain High --Colorado.

Ed only comes back to LA twice a year for two reasons: a good car show, and a better car show. And I always welcome him to stay on our couch in the one-bedroom apartment where my wife Wendy & I live. He was here for the LARS just the week before.

That's Ed driving in the 1928 Model A-V8 he built while he was living in Burbank. And since moving to the Denver area, he's built another car; a nostalgic '28 roadster pick-up he sold through ebay.

Ed's Colorado garage has plenty of room for both his classics and the '32 roadster he's currently building.

Yes, he's moved on to bigger and better things --literally! The 32 is a bit larger then the A-V8s we're used to. It's taller, wider, and much roomier inside.

Ed has time and space to do it right. Nothing rusts due to the consistently arid environment. So there is no rush to paint conditioned parts such as his frame, suspension, or bare metal deuce body.

With the exception of the body, the majority of the car is vintage Ford parts. Ed resurrected the original deuce frame & suspension that was once used as a hayride on a Nebraska farm.

He's spend many hours recondition vintage original parts for this very nostalgic, California-correct hot rod.

Here, Ed is working (I assisted) with the vintage 1950s 8K Stewart Warner tach & mechanical drive that will mount on the front of the flathead V8.

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Most of my visit Ed & I drove around in his newer Ranger pick-up with A/C --it's hot up there! But we did have some much needed roadster time (with all-natural A/C).

Country road to where Ed can enjoy driving. Very flat and not very many trees.

One of our stops. We met Art Jennings --Model A Collector.

Ed's friend Art is a true Model A enthusiast and builder. He has about ten of them, mostly stock but a few modified. They are all beautiful and Art lives to drive them... and I'm talking about 1000 mile trips. He's got a '28 roadster hot rod much like Ed's, coupes, sedans, a pick-up, a wood-paneled station wagon (I'm not going to say it), and a very fun looking one-seat speedster.

He says it's fast --for a Model A!

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The NSRA Rocky Mountain Street Rod Nationals just happened to be the same weekend as my visit. It also had a swap meet, so we had to go. This would also be my first car show not in California, and it was an eye-opener!

Sure there were many quality street rods & customs like you'd see at any national meet. But also a lot of cars you wouldn't see in (for lack of better words) fashion-conscience Southern California.

Cars like this:

A very confused car. Mirrors underneath if you forgot what dirty grease looks like.

Every part of this machine was to-the-extreme! It's hard to find words to describe it. It's even a four-seater so the family can come along.
I have to believe this is part joke/ part rebellion from over-prices street rods. Please be a joke!

I think it this one was a Buick.

This one is a little tamer. But none the less out-there. I think it's made from what the owner had around, and less of a "statement car" like the one above.

Now this was more like what I expected! Honest hot rods with tractor grills. I really do appreciate these --no joke. From the Heart-Land!

If you are familiar with the NSRA, you'll know that the 'SR' stands for Street-Rod. And sure there were a few very nice street rods... about 500 of them (out of a 2400 car show).
But if you know me, I am all about 'HR', and I was able to find a few at the show to share with you.

We liked this Hot Rod. It had a great stance and all the nice parts: flatty, QC rear, aircraft seats, 18" rear wheels, 32 frame, etc. And just enough chrome to keep it down to Earth.

I'm showing you this because I'd like to own a 33/34 roadster just like this someday too.

This is Eric Schill's deuce. Once a dry-lakes racer, it has a speed-trial plaque on the dash. It also still has a lot of old-fashioned mods, and was pretty cool to see up close.

LA Roadster Show Booty

2011-06-28T13:32:00.000-07:00

Hand-picked by me: SW gauges, flathead tach drive, chrome timing cover, shocks, fan, 12V early FoMoCo bulb, engine stand adptr, ect.

The swap meet is what the LA Roadster Show is to me --treasures to found and purchased! I almost literally count the days until the next show. I save all the money just hoping to find the parts I've been dreaming of.

2011 was a little dry. I only found a handful of parts I needed or bargain priced items to resell on ebay. But the fun was is in the search.

The show is also a great place to socialize with other rodders. I chit-chatted with a dozen or so friends I saw. And a few gave me a pat on the back congratulating on the R&C Little Pages write-up.

As always, there were cool cars all over the fairgrounds. And for the last few years I've only trolled the swap meet area. This years was no exception! Despite their change up of the layout, all eight hours were spent swap-meeting. But I managed to find a few swell roadsters to shoot, here are my favorites:

Orosco owned & restored 'Dick Flint roadster'.

An interesting custom roadster for sale. Lead filled seams, chopped & channeled.

So-Cal Speed Shop dirt-track '32 --a remake I believe. Full-racing car --I couldn't help but love it!

Jimmy Shine built Model A roadster. Superior build quality with many new & original details.

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BLACK WIDOW Model T Signing with Troy Ladd at The Petersen

2011-05-31T20:10:00.000-07:00

Yet another Troy Ladd sighting on May 28th, this time at The Petersen Automotive Museum. He, the designer of the original Monogram model kit Rodger Harney, and Micheal Feinstein, the creator/financier of the full-scale hot rod model project were all on hand for a box kit signing with a question & answer secession.

There were limited number of the newly reissued 1960 Black Widow 1/24 scale kits to buy, and people were clambering to get their hands on them for $30 a pop, proceeds went to the museum.

The Black Widow Team garage shirts.

During the Q&A, I asked what challenges Troy and his shop had in building this up-scale scale-model and make it a running, driving, real hot rod. He said, "It was about making it true to the original kit." He went on to say,"Parts were also a challenge to find.".

Original box, model, and dealer sales display.

I visited Hollywood Hot Rods during the construction of the 1926 Model T, and I have to say it looked as good unpainted and unchromed then it does finished now. HHR had to make the left side panel, the one directly behind the door, because of a lack of good vintage ones. Plus there were numerous other hand made parts. And everything had to be massaged to better then factory condition in order to get a best final outcome.

Troy said, "Going off the original model, some of the proportion of the stock car had to be modified." They stretched the frame 2" to get it closer to the look of the scale-model.
Rodger Harney, who was on the original Monogram design team in '58/'59 says, "We used popular car magazines of the time because we wanted the best look.", "We didn't have an actual car to measure from and scale wasn't the biggest concern." Which might explain the longer then normal chassis length.

Left to right; Troy Ladd, Michael Fienstein, Rodger Harney

After a short Q&A, Troy, Michael, and Rodger sat down for box signing. Not to be left out, I had them sign one for me.
As you can see, the box differs from the 1960 issue. But designer Rodger Harney says the model kit it true to the original, only the tires differ from the '60 version.

LA's Not-So Sketchy Alleyways

2011-05-29T12:03:00.000-07:00

Unsuitable for framing.

I choose to store my roadster in a one-car garage down a colorful alley in Hollywood. But it's really because of my lack of storage space.
Normally I try to get the car out as fast as possible, like Batman rushing away from the bat-cave before he's seen. This time, I had to stop and admire the scenery.

Who is this wall speaking to?!?!?

Houdaille Shocks, Pretty Easy To Use

2011-05-09T10:37:00.000-07:00

Whether they are called "fluid", "friction", "knee" or "lever-action", they are all a 'rotary shock absorbers' with fluid braking for motion resistance. Houdaille was actually a brand name, and they supplied shocks to Ford, Plymouth, & Studebaker to name a few. Delco made a piston version for GM, but those weren't round shaped.

Cutting-edge in it's day, rotary shocks were a fixture on millions foreign & domestic autos from the 1920s up until the late 40s.

But by 1950, less expensive & easier to produce "Aircraft Shocks"(because WWII solders saw them on planes first), known today by many as the modern tube shock, made their way into all cars produced in the USA. But the tube shock lacked one convenience Houdaille shocks had --adjustability.

The amount of dampening was easily adjusted by turning a little pointer with pliers. Soft for rough roads, stiffen for city driving, and varying degrees in between. That options was on Houdaille made shocks for Ford from the mid 30s to the end in 1948. And that adjustability is why they were continuing to be used in racing applications through the 1950's.

Studebaker version above, Fords below

I've chosen to use rotary shocks on my T race car because if my car were to be built in 1950, those shock would have been abundant at any wrecking yard, probably for a dollar or less.

Today, they are still quite inexpensive and although not very easy to find, many good ones are out there.

I was lucky to find exactly what I needed on ebay again. Patiently waited for matching pairs of fronts and a pair of rears. I made sure they weren't frozen solid, otherwise they could be entirely useless.

Shocks are either for the right or left side of the car, as indicated by the filler plug position.

The Studebaker used different linkage then the Fords do, with replaceable bushings top & bottom.

Here are all the parts I needed to set up the shocks.

The NOS 1947-49 Wohlert brand OEM links are for the Studebakers. Dog-bone style for the Fords, this is a 4" example. And I already had a set of original Model A shocks mounting bolts.

Putting the shocks right on the frame, like factory, wasn't working --the suspension is too low. Ford shock links only come 3" or 4" in length, not 1".

The solution was simply move the shock up about 2" with a bracket. Tracing the outline onto cardboard is the simplest way to make a template.

Raising the shock also cleared the brake hose on this application.

The rear shocks were a little more complicated. I had to go a little out-of-the-box for this set-up.

The reason I went with this type shock & location was partly due to the frame kick-up being so far forward of the axle, and other reasons. But I think it will look pretty cool. It's definitely race car builders would have done back then.

I'll use some of my scrap parts to attach the low end of the link --like this rear radius arm severed front end.

Now that I've designed the braketry, it's just a matter of transferring it onto 3/8" steel plate. I used my trusty oxy cutting torch to make quick work of it thick plate.

That's the template for the rear shocks bracket.

(I'll skip the dirty work)

So what followed the cutting was bench grinder time to clean up the edges, also hand files were used to fine-tune them.

I'll cut these front axle shock-eye off a 1939 Ford perch-pin, I happen to have in my yard.

It will need sanding & shaping before I weld it on to my vintage spring perch (which I previously shaved).

Here is the front shock bolted onto the newly welded and primed bracket.

Looks good to me. Similar to things I've seen on actual Sprint cars.

This 4" shock link is actually kind of too long. Besides, it's totally shot anyway, I was only using it for set-up.

Back over to the rear again. This is the freshly welded on bracket.

Now primed, I bolted on the shock. Works just as planned.

Sure using tube shock might have been simpler, but the look of these rotary shocks will excite a lot of vintage car enthusiasts. Some might even think it's an actual old racer.

I'm In Rod & Custom Magazine!

2011-05-03T14:53:00.000-07:00

It just couldn't be a cooler feeling! Sort of a mix of satisfaction, maybe with a little optimism, certainly pride in a job well done, and a splash anxiety to keep me grounded.

I didn't actually read it in the car --I read it in the store the moment I found it!

First owning the kind of car I only could drool over before. Now to be validated with a feature in my favorite magazine --it just like dreaming (circa 2009)! Bill Bair & Daniel Valles would be proud.

A full 6 pages, I was honored.

It kinda feels like I've won an award or something. It really does! An award for being at the right place at the right time maybe --and for also knowing a cool car when I see it. Also, for knowing the meaning of "you snooze, you loose." A phrase that haunts me often, but not this time!

And like an award, I should thank some of the people who helped me in my success; Wendy, I couldn't have done it with out you. Sorry for only referring to you as "wife" in my article. I love you babe.

If you've already read the article, you'll recognize the name Ed Gallagher. Thanks to Ed for the technical help & support, and for the push to by the car that fateful night. Also for being a hot rod nerd like I am.

Special thanks to Aaron Kahan of R&C for being so cool. And to Rob Fortier, editor of R&C, for making me earn the credit in Little Pages. I noticed nobody else wrote their own article!!!
Extra special thanks to Tim Sutton. If you are ever as lucky as I am, you'll want Tim to shoot your car --ask for him by name.

I'll keep a copy of it my whole life.

Last, but not least, thanks to my mom. Without her generosity, I wouldn't even have the room to keep a tool box let alone 3.5 cars in her driveway. I promise to keep the noise down.

It's Almost Here!

2011-04-28T14:35:00.000-07:00

Rod & Custom has published the article featuring the Bill Bair roadster, aka 'Daytons'. They've put it in their annual series called 'Little Pages', a new enterprise for the magazine. It will officially be on shelves May 3rd, 2011. But I'm going to the newsstand everyday waiting for the shipment. I seriously can't wait.
Oh sure, I would have liked to be on the cover. But at least it was another local, Billy Crewl, who built the 40's Jack Calori clone, seen here racing on the El Mirage lake bed.

I did get a mention on the cover, see "Craigslist A-Bone Discovery". And there should be a picture of me inside driving the car on Hollywood Boulevard.

Deuce Of Spades: Confessions Of A Co-Star Car

2011-04-20T17:54:00.000-07:00

If you are into hot rods, then I'm sure you may have seen, or at least heard of Faith Granger's car-flick, Deuce Of Spades (2010). A film about woman chasing a guy, chasing a girl. The movie is set among a thriving car culture in rural So. Cal, 1952. It happens to have a lot of cool hot rods in it, the coolest of course being my own...

I first met Faith while she was examining my roadster for it's possible worthiness for her project at Bob's Big Boy in Toluca Lake. Somehow she convinced me to drive to Filmore, about an hour north of LA for a garage scene in her movie. That happened to be the first time I'd driven the roadster in the rain. And wouldn't be the last time I'd sacrifice myself for the film. But I did it all for Faith --and I'd do it again.

The drag-strip was an old runway once owned by 5 & Dime magnate JC Penny.

I had my digital camera with me for the drag-strip scene, in Saugus, CA. It was a big day for the movie, many pivotal plot scenes were shot in that one day, including the fight between "Fresno" & Johnny.

Like most of the car owners and actors in the movie (if not all) it was an all-volunteer effort --which might have been Faith's greatest feat of all. Everybody was happy to pitch in, to varying degrees of course. But we were all in the same boat; unpaid and following Faith's faith in herself that she would complete this wholly endeavor.

In all, my roadster participated only four full days to the film. I say 'only' because there were some that must have given ten-times as many days, or more! They are the unsung heroes for the film.

Faith (seated) setting up the camera for a shot.

There were a lot of great people on the shoot, many were car-guys. So granted, I'm still friends with some. Jerry, Kyle, Sam, to name a few.

I remember almost every moment of the shoot. Which is odd because I had worked on quite a few movie locations in my early years in show business (production, not acting), and I don't remember that stuff!

Actors & extras for the 50's drag strip scene.

Necessary: a period correct dragster

Kyle Clifford (Art Delaney) removing non-period correct mobile phone from background.

Protagonist's car; Fresno's red A-V8

Here Faith applying fake blood to Fresno played by Frank O'Leary

Filmore Garage Scene

Johnny Callaway (played by Timoth Luke) & Art Delaney (Kyle Clifford) talk about girls while they take a break from wrenching on cars.

My car as background

This was the first day I participated in the movie. You can't tell now, but it rained most of the drive up from LA. It was an adventure to say the least. With no wipers or top: it was a test of my commitment to the project! Big-rig drivers where giving me thumbs up as I tried to pass them on the steep gradient of Interstate-5 going north.

Between scenes, Luke wearing a warm sweater as Faith & a tech do camera blocking.

All you see of my car in this scene is a blurry gold engine.

Due, probably in part to Faith's French upbringing and that the movie was dubbed in multiple languages, she got world-wide press coverage. Below is an article from British culture magazine Dirty. The car on the left is Sam's roadster, a Long Beach hot rodder I am now friends with.