While restoring our other Model T, "Anastasia", a friend was building a T Speedster and I fell for it. c2002
I just loved it, helped him with the build and supplied him with some hard to find parts. I decided then, that if I ever took on another old car project, it'd be one of those.
Well, I ended up going down that path and this page is all about that journey..... I hope you enjoy it.
I just loved it, helped him with the build and supplied him with some hard to find parts. I decided then, that if I ever took on another old car project, it'd be one of those.
Well, I ended up going down that path and this page is all about that journey..... I hope you enjoy it.
1915 Model T Ford "Laurel" underslung "SPEEDSTER"
As T "Speedsters" weren't ever manufactured, "Evangeline" is being assembled from bits & pieces.
Body parts (fenders, hood etc;) c1915,
Chassis 1913-17, Rear axle 1915, Spindles 1926, Steering column 1913-16, Lower steering bracket 1926, Front axle 1914, Radiator 1915, Headlamps 1916, Rear spring 1918, Front Spring 1912, Wheels 1928, Engine & Gearbox, cast in Walkerville, Canada, (late January) 1925. |
First, a little detour.......
"Evangeline" is named after "Evangeline Cote"...........Henry Ford's mistress.
(Obviously, the FORD family deny this is true)
HENRY & EVANGELINE.............
Evangeline Cote was born of French-Canadian parentage. Her family had theatrical connections and Evangeline was a cousin to the famous actor, Tyrone Power. In 1910 and at the age of 17, Cote was originally employed at the Ford Motor Company as a stenographer. Darkly attractive, self-confident and known to carry a handgun in her purse, she soon rose to head that department and become Henry Ford's personal secretary. She handled personal correspondence for Clara, Mrs Ford, AND attracted the attention of the automobile manufacturing magnate, whose mistress she became. |
Evangeline & Henry had a love child named John Cote Dahlinger
(b 1923), who later wrote a book about his father, Henry Ford and ran a nightclub in Detroit up to the time of his death in the 70's. |
More on Evangeline, the Powerboat and the Woman.....
Following the Fords disastrous 1924 Gold Cup race, Henry decided to gift his custom 33’ Hacker runabout to his long-time mistress, Evangeline Coté Dahlinger, wife of Henry’s chauffer, first-rate mechanic, and racing driver, Raymond Dahlinger. It was a marriage that Henry himself arranged. Henry even reportedly proposed to Evangeline for Ray.
Lavish gifts to Evangeline over their 35-year affair included (but not limited to) a 150-acre Dearborn parcel with a 38-room mansion and boathouse on the Rouge River with secret passageways to her personal bedroom, a vacation home on Lake Huron, and a Curtiss Seagull flying boat (Evangeline was the first female to carry a pilots license in the state of Michigan.) Ford family historian David Lewis considered Evangeline Dahlinger to be one of the ten most influential persons to the Fords.
This September 1926 photo was taken at the Harmsworth Race on the Detroit River. In the foreground are Gar Wood’s Miss America’s III, IV, and V. On the right is the Excelsior-France challenger. On the left is the Evangeline, with Ray Dahlinger on the deck, Henry Ford behind the wheel in the light suit with his foot partially covering the name EVANGELINE on the side, and Evangeline Dahlinger over his right shoulder. Also in this photo far left is Horace Dodge, and standing center-right on the dock in white coveralls is Garfield Wood. The tall, narrow white-sided yacht in the background is Gar Wood’s 70-foot Gar Sr. Click on the photo to enlarge it. (Photo courtesy The Rosenfeld Collection, Mystic Seaport)
Following the Fords disastrous 1924 Gold Cup race, Henry decided to gift his custom 33’ Hacker runabout to his long-time mistress, Evangeline Coté Dahlinger, wife of Henry’s chauffer, first-rate mechanic, and racing driver, Raymond Dahlinger. It was a marriage that Henry himself arranged. Henry even reportedly proposed to Evangeline for Ray.
Lavish gifts to Evangeline over their 35-year affair included (but not limited to) a 150-acre Dearborn parcel with a 38-room mansion and boathouse on the Rouge River with secret passageways to her personal bedroom, a vacation home on Lake Huron, and a Curtiss Seagull flying boat (Evangeline was the first female to carry a pilots license in the state of Michigan.) Ford family historian David Lewis considered Evangeline Dahlinger to be one of the ten most influential persons to the Fords.
This September 1926 photo was taken at the Harmsworth Race on the Detroit River. In the foreground are Gar Wood’s Miss America’s III, IV, and V. On the right is the Excelsior-France challenger. On the left is the Evangeline, with Ray Dahlinger on the deck, Henry Ford behind the wheel in the light suit with his foot partially covering the name EVANGELINE on the side, and Evangeline Dahlinger over his right shoulder. Also in this photo far left is Horace Dodge, and standing center-right on the dock in white coveralls is Garfield Wood. The tall, narrow white-sided yacht in the background is Gar Wood’s 70-foot Gar Sr. Click on the photo to enlarge it. (Photo courtesy The Rosenfeld Collection, Mystic Seaport)
Now, back to SPEEDSTERS.........
The beginning of Hot Rodding?
The sportiest T's Henry Ford built were Runabout's & Torpedo's. He (the Ford Motor Company) never did build "Speedsters".
Speedsters were worked over Model T's. Worked over in the late teens and through the 20's & 30's, mostly by younger guys who wanted some excitement, but couldn't afford to purchase a real sporting car like a Mercer, Cord, Stutz, Auburn or Duesenburg. Not many could then....even fewer can today.
Mr. Ford built more than 15 million Model T's, so they were plentiful and they were cheap. Many were souped up and many converted into speedsters in many different styles. Some with specialist streamlined bodies, some with absolutely no bodies, just the bare essentials bolted to the top of the chassis.
Its the latter that interests me.
The Beginning of this project.....
"Evangeline" has been a figment of my imagination for many years. However, recently, (2012) Sandy and I agreed that we should turn her into reality by starting to build her. The image at the top of the page is not exactly what I have in mind, but it's close. A brass era, flat top fendered, open speedster.
So far, (August 2012) I have managed to track down a veteran chassis and because I'd like a starter and generator, a later, 1920-24 model T donor engine for parts.
Just about everything else is available, over the counter, from T parts vendors in the USofA. Thanks to my restoration of "Anastasia" several years ago, I already have a network of T related folk, all over the world and I know exactly where to look for what parts. The only thing that will slow down this project is the lack of $'s.
I'll add more to this page as the project grows.
Some more pics of speedsters. The one above, with the aluminium bonnet belongs to Frank Iaccino, from Red Hook Restorations, New York. It has the alternative, curved fenders. I'd rather the flat ones, as on the Burgundy car which was photographed by "RM Auctions" prior to its '08 sale in Michigan for US$19,800. The yellow car below, is the same car featured at the top of this page. It belongs to a chap in the MTFCA and was built by college trade school students.
Model T FORD SPEEDSTERS were considered to be the "poor mans MERCER RACEABOUT" (& still are)
Above & Right. The Mercer Raceabout was a real speedster and the car that most inspired the T speedster builders. It was a wonderful vehicle,but expensive.
The next step, Racing.......
All the cars in the pics above are built for racing, the next step from Speedsters.
Left. Local (USA) fair-ground racing in the 20's. These are mostly T's. 2nd. Not all Speedsters were open bodied. This one is just one of many styles different builders used. 3rd is a single seat speedster, built more for racing, but still a T . Right, a different approach to bodywork with a very tall hood, probably hiding an overhead valve conversion or even an OHC engine.
All the cars in the pics above are built for racing, the next step from Speedsters.
Left. Local (USA) fair-ground racing in the 20's. These are mostly T's. 2nd. Not all Speedsters were open bodied. This one is just one of many styles different builders used. 3rd is a single seat speedster, built more for racing, but still a T . Right, a different approach to bodywork with a very tall hood, probably hiding an overhead valve conversion or even an OHC engine.
Cool image....
Now here's a cool vintage photo of a cool vintage speedster. Ours will have fenders to keep the constabulary happy, although this copper doesn't look too displeased with this one. The hood has been raised up a couple of inches indicating it too may have an OHV conversion. Pointed radiator core's are still available.....Hhmmm. Look at the rake on the steering column too. But its the driver in the pic that's the coolest of all.
August 2012. The Start.....
I've started dragging bits home for the build.
I got in touch with a chap out west, in Forbes, who had about 30 engines and chassis' for sale. I made the 5 hour trip out there and was disappointed when I saw that everything had been dismantled/disassembled and was lying about the paddock in piles. I bought the only engine /transmission that was still together, unopened, thinking, at least it will be complete. Complete maybe, but look at the pics below to see that my theory was quite plainly.....wrong.
I've started dragging bits home for the build.
I got in touch with a chap out west, in Forbes, who had about 30 engines and chassis' for sale. I made the 5 hour trip out there and was disappointed when I saw that everything had been dismantled/disassembled and was lying about the paddock in piles. I bought the only engine /transmission that was still together, unopened, thinking, at least it will be complete. Complete maybe, but look at the pics below to see that my theory was quite plainly.....wrong.
After I got the engine home, my heart sank when I opened it up. It looks like its been sitting upside down on the edge of a creek or in a dam for many years. Some of the valves are "welded' into the block and valve springs have almost disappeared completely. I found a rats nest and a big old red-back spider, still alive, inside the bottom pan. But it looks good and dry and I can probably use the crankshaft. I will however, search for another, earlier, block. This one is "marginal" and I'll keep it as a spare.
Good friends and country life......
Following the disappointment of the '24 engine that I'd bought, word reached me that Rob Croft in Kiama, the chap who built Anastasia's engine, was prepared to come out of retirement to build an engine for Evangeline. Great news, but I was stuck without a good core engine and transmission. I mentioned my predicament to a mate, Bob Simpson, who I knew had some spare T parts laying around his yard. He said he'd take a look at what he had and get back to me. About 2 hours later, while I was waiting for his call, a little grey Fergie drove up my driveway and on its carry-all was a T motor and gearbox in brilliant condition. Bob just smiled at me, asked where to put it and wouldn't accept any money for it.
A free engine AND free delivery.......I'm so pleased I live in the country.
Following the disappointment of the '24 engine that I'd bought, word reached me that Rob Croft in Kiama, the chap who built Anastasia's engine, was prepared to come out of retirement to build an engine for Evangeline. Great news, but I was stuck without a good core engine and transmission. I mentioned my predicament to a mate, Bob Simpson, who I knew had some spare T parts laying around his yard. He said he'd take a look at what he had and get back to me. About 2 hours later, while I was waiting for his call, a little grey Fergie drove up my driveway and on its carry-all was a T motor and gearbox in brilliant condition. Bob just smiled at me, asked where to put it and wouldn't accept any money for it.
A free engine AND free delivery.......I'm so pleased I live in the country.
This pic shows the spare 1920 block for "Anastasia" closest. Its definitely usable but has valves and pistons well and truly stuck. The middle engine is the basket case I wasted my money on and very little can be saved from it. The good engine, a January '25 casting, is at the top of the pic. Its now completely dismantled, cleaned and ready to go up to Rob next week. (Nov 2014)
"Champion X" Spark Plugs.... Despite trying a myriad of modern spark-plugs, "Anastasia" starts easier and idles smoother when I use these original equipment, "Champion X" plugs. The ones I've installed in her are 1920's vintage and still work extremely well. I am so impressed with them I bought a set of brand new old stock X's for Evangeline. They're still in their boxes, wrapped in waxed paper. (Houston, we have a problem; Since I posted this, I bought a Walkesha Ricardo Head for the car and these plugs wont fit. However, I've managed to track down some lovely era correct, brass topped, vintage Champion C4's that do.) |
Stromberg "OF" Carby....
Stromberg "OF" carbies were an aftermarket accessory made specifically for the model T Ford. Unlike the original Holley NH's, they have both an idle circuit and a high speed circuit making them ideal for both speed and tractability. Set & forget. The pic above shows one I bought several years ago before I more recently, sent it off to Stan Howe in Montana, for a rebuild and the pic at right is how I got it back. Well done, Stan, top job.
I bought the OF to fit to Anastasia, but when Evangeline emerged, I decided it was a more appropriate item for her. With it being the first item I had for the project, you could say I built the Speedster around it.
One description of a "Stromberg OF" is .....
"this carb makes the car leap forward after shifting to high gear, climbs hills like a goat ...
and flat out .. runs like a "turpentined dog."
Stromberg "OF" carbies were an aftermarket accessory made specifically for the model T Ford. Unlike the original Holley NH's, they have both an idle circuit and a high speed circuit making them ideal for both speed and tractability. Set & forget. The pic above shows one I bought several years ago before I more recently, sent it off to Stan Howe in Montana, for a rebuild and the pic at right is how I got it back. Well done, Stan, top job.
I bought the OF to fit to Anastasia, but when Evangeline emerged, I decided it was a more appropriate item for her. With it being the first item I had for the project, you could say I built the Speedster around it.
One description of a "Stromberg OF" is .....
"this carb makes the car leap forward after shifting to high gear, climbs hills like a goat ...
and flat out .. runs like a "turpentined dog."
Frontenac engine ? ........ I wish
Way back when, there were several different manufacturers of speed equipment for Model T Fords. Two of the BIGGER names are still well known in this area, one being "Rajo" with the more famous being "Frontenac". If I had a Fronty engine, it would be ideal for Evangeline, no matter what configuration. But if I was lucky enough to find one for sale, it would cost a small fortune to purchase. A friend of mine, Tim Moore, lives in Michigan and owns the collection you see above. One is a Rajo, but the others are all "Fronties". Most are overhead valve conversion engines but a couple are the really rare OHC (overhead cam) engines and one is the ultra rare DOHC ( twin overhead cam) engine as raced at Indianapolis. Most of them feature pressurized oiling systems and magneto ignition. I felt like a mouse in a cheese factory....but I starved.
Two more of Tim's "Frontenac" engines are in these two T's. The one above is in an original but rough T roadster pickup. A real "sleeper". The other is in his speedster which has made it up Pikes Peak hillclimb, amongst other things.
Twice the power.....
I can effectively double the 20 horsepower of a stock model T engine very simply. The biggest single increase will come from an aluminium Z cylinder head which will increase the compression from about 3.9:1 to 6:1. Other "bolt on" items are a high volume inlet manifold, a custom built set of exhaust headers and the OF carby mentioned above. These items combined with some other modifications made when the engine is being rebuilt, such as aluminium pistons, will give the engine about 40hp.
Well that's the plan, anyway.
Should I look at things like camshaft, stroker crankshaft etc; then I have to consider driveability problems and more importantly..........expense.
However, since Frontenac stuff is virtually "unobtainium" and if I do somehow come into a larger sum of cash, then I'd like to invest in one of these items below. Its a "Rajo" OHV conversion kit. Reproduced new by Mark Chaffin in Corona (LA) California. But, although available, reality bites hard and the astronomical price stops this idea dead.
I can effectively double the 20 horsepower of a stock model T engine very simply. The biggest single increase will come from an aluminium Z cylinder head which will increase the compression from about 3.9:1 to 6:1. Other "bolt on" items are a high volume inlet manifold, a custom built set of exhaust headers and the OF carby mentioned above. These items combined with some other modifications made when the engine is being rebuilt, such as aluminium pistons, will give the engine about 40hp.
Well that's the plan, anyway.
Should I look at things like camshaft, stroker crankshaft etc; then I have to consider driveability problems and more importantly..........expense.
However, since Frontenac stuff is virtually "unobtainium" and if I do somehow come into a larger sum of cash, then I'd like to invest in one of these items below. Its a "Rajo" OHV conversion kit. Reproduced new by Mark Chaffin in Corona (LA) California. But, although available, reality bites hard and the astronomical price stops this idea dead.
And one of these little beauties above, would be nice too .....A "Scat" counterweighted chromoly forged crankshaft. At right is a chart showing the improvement a "Stipe" 280 Power Camshaft can provide. I'll have one of those too. And far right, a 5 main bearing crankshaft & fully pressurised oiling system. But, dollars rule & I guess I'm just dreaming.
Good news.....
As mentioned above, I have managed to get a good engine block and all the other bare bones to the engine builder for the rebuild. Rob reported back that the block is indeed a very good one and the hogs head is the best he's seen......and he's re-built over 300 T engines, so he knows....OK?
Anyway, I have ordered many parts for the re-build from my favourite vendor in the USofA, "Chaffins Garage". The shipment left yesterday (12th December '14) and should be here in time for Xmas. AND it includes the "Scat" counter-weighted crankshaft, mentioned above. A good crankshaft is the heart of any engine and these are as good as they get. I also bought a Chaffins high(er) lift cam, (280 thou lift as compared to 250 stock) with better performance (HP & Torque) specs than the above Stipe camshaft. However, I simply cant afford a Rajo OHV head, but instead, I found a vintage 1923 Waukesha Ricardo high(er) compression, more efficient side valve head. Its coming from a private seller in Mississippi.
As mentioned above, I have managed to get a good engine block and all the other bare bones to the engine builder for the rebuild. Rob reported back that the block is indeed a very good one and the hogs head is the best he's seen......and he's re-built over 300 T engines, so he knows....OK?
Anyway, I have ordered many parts for the re-build from my favourite vendor in the USofA, "Chaffins Garage". The shipment left yesterday (12th December '14) and should be here in time for Xmas. AND it includes the "Scat" counter-weighted crankshaft, mentioned above. A good crankshaft is the heart of any engine and these are as good as they get. I also bought a Chaffins high(er) lift cam, (280 thou lift as compared to 250 stock) with better performance (HP & Torque) specs than the above Stipe camshaft. However, I simply cant afford a Rajo OHV head, but instead, I found a vintage 1923 Waukesha Ricardo high(er) compression, more efficient side valve head. Its coming from a private seller in Mississippi.
I decided years ago to use a distributor on this project and so when I dismantled the magneto I weighed it, just to see how much weight I had saved by not running it. The field coil plate came in at 8 kgs and the magnets and their securing brackets, screws and spools etc, weighed 7 kgs. That's a considerable weight saving off the flywheel and should make for quicker acceleration, easier running and better fuel economy.
Left is the engine showing the newly poured white metal bearings and the new Scat crank sitting in place. It still hasn't got its +20thou pistons installed but the high lift 280 Chaffins cam is in place. Above is the auto advance distributor. Because I ended up using a different distributor, this one is now for sale.
Chassis modifications......
Above you can see the chassis now with the front axle located forwards of the spring. This was achieved using the reproduction "Laurel" underslung brackets. Also you'll notice the "Laurel" step down brackets at the rear. Both of which effectively lowers the car by 5 or 6 inches. Its on its way to being a real "underslung" speedster.
.
The front and rear lowering brackets and the adjustable front radius rods are exact reproductions of "Laurel" under-slung brackets. "Laurel" is short for
"Laurel Motors Corporation", who's chief engineer was none other than Robert M. Roof.
Mr. Roof is well known for building many Model T speed parts in his own right,
such as pressurised oiling systems, under-slinging parts, 8 valve, 16 valve, overhead cam and double OHC cylinder heads.
All of this stuff is highly desirable and extremely rare. I have only ever seen one of his heads
The front and rear lowering brackets and the adjustable front radius rods are exact reproductions of "Laurel" under-slung brackets. "Laurel" is short for
"Laurel Motors Corporation", who's chief engineer was none other than Robert M. Roof.
Mr. Roof is well known for building many Model T speed parts in his own right,
such as pressurised oiling systems, under-slinging parts, 8 valve, 16 valve, overhead cam and double OHC cylinder heads.
All of this stuff is highly desirable and extremely rare. I have only ever seen one of his heads
Drivetrain.....
While waiting for Rob to finish the engine, I got stuck into the drive train. Because the only one I had was beyond it, I needed another drive shaft. A friend found a spare he had and gave it to me. I had already decided to replace the old Hyatt bearings in the axle and drive shaft with modern roller bearings and seals.
One of the photos below shows a Hyatt bearing. Although they're quite robust they also generate much more friction than modern bearings and rob the car of precious horsepower. The rear axle has 4 of them. 2 on each axle, one either side of the diff center and one on each outer end of the axles. Stock Model T's also had a very primitive sealing system on each axle but it didn't stop rear axle lubricant from getting into the brakes. So, the modern replacements have been manufactured with an efficient seal which stops the problem completely. There is a 5th Hyatt bearing used as the Pinion bearing, so I replaced it too, with a fully adjustable item. The original bronze Diff thrust bearings were replaced with roller bearings too. These items were all supplied by cyberspace mate, John Stoltz, proprietor of Model T Ranch, Texas, and required some machining work to be carried out by Brett (Benny) Hill at Moruya Engineering.
While waiting for Rob to finish the engine, I got stuck into the drive train. Because the only one I had was beyond it, I needed another drive shaft. A friend found a spare he had and gave it to me. I had already decided to replace the old Hyatt bearings in the axle and drive shaft with modern roller bearings and seals.
One of the photos below shows a Hyatt bearing. Although they're quite robust they also generate much more friction than modern bearings and rob the car of precious horsepower. The rear axle has 4 of them. 2 on each axle, one either side of the diff center and one on each outer end of the axles. Stock Model T's also had a very primitive sealing system on each axle but it didn't stop rear axle lubricant from getting into the brakes. So, the modern replacements have been manufactured with an efficient seal which stops the problem completely. There is a 5th Hyatt bearing used as the Pinion bearing, so I replaced it too, with a fully adjustable item. The original bronze Diff thrust bearings were replaced with roller bearings too. These items were all supplied by cyberspace mate, John Stoltz, proprietor of Model T Ranch, Texas, and required some machining work to be carried out by Brett (Benny) Hill at Moruya Engineering.
Above, left to right; a Standard Ford Hyatt bearing, replacement fully adjustable pinion bearing, an outer rear axle bearing and a set of roller thrust bearings.
*&%^#@ happens.....
Metal fatigue is a real, but often overlooked problem when dealing with old working parts. Here we had to replace the mounting ears on the rear of both rear radius arms. This is yet another job I was unable to do and needed to call on my constantly reliable mate Steve, yet again.
Metal fatigue is a real, but often overlooked problem when dealing with old working parts. Here we had to replace the mounting ears on the rear of both rear radius arms. This is yet another job I was unable to do and needed to call on my constantly reliable mate Steve, yet again.
A Speedster without wire wheels? I think not.
New Model T wire wheels are still available but expensive. With the AU dollar at its present .73c level against the almighty green back, they will cost me AU$522 each plus shipping and other charges. I bought these from a Gawler SA chap who met me in Bendigo to deliver them. They cost me $70 each, plus the cost of a bed and fuel. 4 have been sandblasted and primed and the 5th is in really good original condition, sporting most of its original "Japan Black" paint. BUT, they're not Model T wires. They're early Model A and although the rim size is exactly the same as Model T's, the hubs are different. They have a slightly larger stud pattern and some gusseting pressed into the weak spots that T wheels had. This isn't a problem as adapters are commercially available, made by Model T Ranch, Texas, proprietor and cyberspace friend, John Stoltz.
New Model T wire wheels are still available but expensive. With the AU dollar at its present .73c level against the almighty green back, they will cost me AU$522 each plus shipping and other charges. I bought these from a Gawler SA chap who met me in Bendigo to deliver them. They cost me $70 each, plus the cost of a bed and fuel. 4 have been sandblasted and primed and the 5th is in really good original condition, sporting most of its original "Japan Black" paint. BUT, they're not Model T wires. They're early Model A and although the rim size is exactly the same as Model T's, the hubs are different. They have a slightly larger stud pattern and some gusseting pressed into the weak spots that T wheels had. This isn't a problem as adapters are commercially available, made by Model T Ranch, Texas, proprietor and cyberspace friend, John Stoltz.
Engine build finished.....
Today, 21/OCT/15, I received an email from Rob telling me that the engine was now finished and ready to be picked up. Its been around 11 months since I delivered the bare engine to him, indicating that great work should never be rushed. The image below was attached to the message, and I can't wait to get my hands on this gorgeous Canadian redhead.
Today, 21/OCT/15, I received an email from Rob telling me that the engine was now finished and ready to be picked up. Its been around 11 months since I delivered the bare engine to him, indicating that great work should never be rushed. The image below was attached to the message, and I can't wait to get my hands on this gorgeous Canadian redhead.
In an effort to boost the compression, I asked Rob to take as much off the head as possible. It turned out that about 1/16" (62thou) was all that could be removed without getting into possible future carbon knock problems. This should increase the ratio from 3.9:1 to around 5.25:1. I'll know a more accurate figure once I've done a compression test. Because its a taller casting than a stock T head, this little beauty is held down with longer head bolts from a Holden red motor. Additional to all the listed "improvements," Rob needed to make some other alterations to the engine. The biggest one was that he needed to replace the low speed drum in the gearbox. The original was cracked through one of the spokes, but I was lucky that he happened to have a good one. I can tell he took some time to take these pics, with old bed sheets used for a background. Thanks mate. (Oct '15)
Just as soon as I got it home I put the engine in the frame, temporarily. But only until I can make up an engine stand. The chassis has to be painted before I can install the engine permanently.
Final Engine & transmission specifications.....
* Block cast January 1925. * "Scat" standard spec, counterweighted, chromoly, forged, crankshaft. * "Egge" aluminium pistons +.020" over bore. * Matched, balanced and ring tested connecting rods. * Big-end oil dippers. * "Chaffin's" .0280" high lift computer designed camshaft. * Solid Billet timing gear. * High-er compression "Waukesha Ricardo" cylinder head -.062". * 1.5" "Chevrolet" small block V8 valves. * "Holden" red motor valve collets, keepers and head bolts. * Adjustable valve lifters. |
* High Volume outside oil line. * Texas T Bosch 009 distributor. * High volume, +60%, aluminium intake manifold. * "Stromberg" OF, twin circuit solid brass carburettor. * 100% Kevlar transmission band linings. * "GM" Turbo Hydro 400 9 disc clutch set. * Balanced flywheel. * Transmission oil slinger set & oil screen. * Sealed, ball, 4th main bearing, ball cap. * Finned alloy sump and side plate. |
Standing on her own 4 wheels.....
Evangeline standing on her wheels and new Lucas tyres for the first time.
The center of the crank handle hole is 5.5" lower than Anastasia's, even without bodywork, Radiator, fuel tank and fluids.
The center of the crank handle hole is 5.5" lower than Anastasia's, even without bodywork, Radiator, fuel tank and fluids.
This image shows the engine slowly being adorned with all its necessary working bits. Crank handle, distributor, fan belt and hubs, radiator mountings and hoses, and the new friction shock absorbers.
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This rear view shows the same new friction shock absorbers installed, and the brass outer bearing grease cups
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Rootlieb body kit arrives.....
Radiator saga.....
In this photo you can see the radiator, hood, firewall and hood former all temporarily fitted up. More adjustments are needed, so it will all be disassembled again. A few more additions to the chassis have been made. JAN '17
Brass bits.....
In Daylight for the first time........
Last week, (APR '17) I had to wheel out the cars so I could clean the shed floor. Since it was Evangeline's first time in Daylight, I thought I'd take a few photos.
Thanks to my mate Steve, who fabricated a suitable bracketing system, (to my design) she's now sporting her spare wheel.
Now I'm waiting for the call, telling me that the way is clear for me to transport her to Dave Robinson at Bywong (near Lake George) to have her fenders, running boards, lights, seats and hood installed and then painted. After that, the two seats will need upholstering and I'll need to wire her, and install a horn and tail light.
I'm sure there's more. While she's away, I'll be staining and spar varnishing a battery box that was made especially for the car and building a decent starter motor and a generator from the many derelicts I have.
Thanks to my mate Steve, who fabricated a suitable bracketing system, (to my design) she's now sporting her spare wheel.
Now I'm waiting for the call, telling me that the way is clear for me to transport her to Dave Robinson at Bywong (near Lake George) to have her fenders, running boards, lights, seats and hood installed and then painted. After that, the two seats will need upholstering and I'll need to wire her, and install a horn and tail light.
I'm sure there's more. While she's away, I'll be staining and spar varnishing a battery box that was made especially for the car and building a decent starter motor and a generator from the many derelicts I have.
There are some stories to tell about different parts on the car. The Radiator saga I've written about above, and this, about the
Steering Wheel.
In 2015 our daughter and son-in-law renewed their wedding vows in an Elvis themed wedding in Las Vegas. 12 or 15 friends and family, including Sandy and I, travelled to Vegas to witness the event. The journey included a stop in LA so we called in to see Glen Chaffin and Dave at "Chaffins Garage", where we decided to buy something memorable for the trip. A Coil box perhaps, but we ended up with the steering wheel you see in the photos above. It was packed well in a nice white box and when we arrived in Vegas, I took everything out of the rental car and took it all into our hotel room for safe keeping, including the wheel.
When we checked out of the hotel and were about 90 minutes away and well into Death Valley, I asked Sandy if she packed the wheel because I couldn't remember if I had. She said she hadn't seen it and a quick check showed that we had indeed, left it behind. So, we did an about turn, put the pedal to the metal and drove back to Vegas, arriving more than 3 hours after we'd checked out. I explained to the receptionist what had happened, she gave me a new key card and I headed off again to the 36th floor. My heart sank when I saw the cleaners trolley outside our room and the door to the room open, with no cleaner in sight and the little white box, gone.
I did a search of the room with no luck and just as I was leaving I glanced at the cleaners trolley and saw the box. The wheel was still inside, but the cleaner was no where around so I put it under my arm and left.
Pseudo Glove box.....
The Rootleib kit didn't include a coil box so I bought one, then set about staining it and varnishing it. I was quite proud of the staining and varnishing job I'd done on the firewall, so I gave the box the same treatment. 2 coats of stain and 3 coats of marine Spar Varnish. I fitted it with era correct brass clips and KW ignition switch.
Keeping it legal......
With NSW registration regulations requiring a brake light to be fitted to ALL motor vehicles, it was something I needed to attend to. My previous effort on Anastasia had failed, with the exhaust heat melting part of the switch, so I searched around for an alternative.
It turned out that John Regan, proprietor of "Fun Projects" in Illinois, makes a brake light kit, that can be adapted to RHD "T"'s. I bought one, (2 actually, the other for Anastasia) adapted this one for RHD and fitted it all up. Its a well designed and well made item and I hope it works as good as it looks.
It turned out that John Regan, proprietor of "Fun Projects" in Illinois, makes a brake light kit, that can be adapted to RHD "T"'s. I bought one, (2 actually, the other for Anastasia) adapted this one for RHD and fitted it all up. Its a well designed and well made item and I hope it works as good as it looks.
I've kept working on the car while waiting for it to go to the body and paint man. The coil box, switch and the 1903-5 makers plate now installed. Looks good eh? Well, I think it does. As this car uses a distributor, this coil box will be empty except for a few basic wires, so I'll use it as a glove box and a place for the Log Book. I used an early brass mixture knob and rod to make a nice looking choke. That's it next to the coil box. It works really well. Above you can see some of the wiring I've installed and below, is my mate Steve, (another old car guy, sympathetic to we Model T owners) loading Evangeline onto Dave's tilt tray to take her to have a new exhaust fabricated and installed. (Nov 17). This was Evangeline's first outing, ever. Considering she was made from bits and pieces, I suppose she's a bit of a Frankenstein.
This photo shows the generator that I resurrected from 4 or 5 worn out old ones I had under the bench. With new bearings, brushes etc; and some help, I was able to get it finished and working. I did the same with the Starter motor, having had 5 or 6 of them too. It also shows the distributor advance/retard mechanism, that I fabricated.
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Because the Firewall and Steering Column are 2 inches further rearwards than a standard T, I had to fabricate this carburetor throttle mechanism too. Compared to a standard T this looks complicated, but it works well. The lower part of the choke mechanism can be seen too.
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Off to Panel & Paint......
The day came eventually, when David Robinson phoned and asked for Evangeline so he could work his magic on her bodywork and paint. These photos show Steve using Dave's (another mate) tilt tray to transport her up to David's workshop at Bywong, near Lake George. (8/5/18)
One image shows that she's in good company with an MG B-GT, a '34 Dodge and an XK120 Jaguar Coupe. There's a Morgan in there somewhere too. I cant wait to get her back so I can get all the little things sorted out. Things like a tail light, and rear number plate bracket, fuel line, headlamp wiring, floorboards, horn and ignition switch, etc, etc. and get her started and running.
The day came eventually, when David Robinson phoned and asked for Evangeline so he could work his magic on her bodywork and paint. These photos show Steve using Dave's (another mate) tilt tray to transport her up to David's workshop at Bywong, near Lake George. (8/5/18)
One image shows that she's in good company with an MG B-GT, a '34 Dodge and an XK120 Jaguar Coupe. There's a Morgan in there somewhere too. I cant wait to get her back so I can get all the little things sorted out. Things like a tail light, and rear number plate bracket, fuel line, headlamp wiring, floorboards, horn and ignition switch, etc, etc. and get her started and running.
In the photo on the right are two of many people responsible for getting this idea/dream of mine into reality.
In the overalls is David Robinson, who apart from being a master craftsman panel beater and spray painter, is an old car sympathizer and recognizes the importance of preserving our National heritage wherever possible. I've entrusted the Speedster to him simply because there is no one better to do the job. I've known him for 28 years and entrusted him to do the bodywork on Anastasia in 2003. The other chap is Steve, who you've seen and read about above. He is a real lateral thinker who can see ways around just about every problem that crops up. In the odd case where he can't, he can see the best possible way to attack the problem. He's a VERY good friend and I can rely on him to bail me out of trouble whenever I get into it. |
Progressing.....
I was in Canberra for a family funeral on the 7th June. I took the opportunity to call in to see the progress being made on the car, if any. I was pleasantly surprised. Quite a bit has happened in 4 weeks. The fuel tank which was the only thing damaged in transit from the USofA has now been repaired and is ready for paint. The seat buckets are nearly ready for painting before they go to Norm to be trimmed (in red of course) and the left hand side fenders and running boards were being fitted up. This is no easy task because it means getting the flat top of the front fender to be on the same plane as the flat top of the rear fender AND the running board. David was working on the rear fender when I took the photo and you'll notice its pointing towards Mars. The last image is showing the piece he had to trim from the rear fender in order for it to clear the friction shock absorber. Not only did he reshape the fender but he also hand beat a swage around the mod. Neat eh?
I was in Canberra for a family funeral on the 7th June. I took the opportunity to call in to see the progress being made on the car, if any. I was pleasantly surprised. Quite a bit has happened in 4 weeks. The fuel tank which was the only thing damaged in transit from the USofA has now been repaired and is ready for paint. The seat buckets are nearly ready for painting before they go to Norm to be trimmed (in red of course) and the left hand side fenders and running boards were being fitted up. This is no easy task because it means getting the flat top of the front fender to be on the same plane as the flat top of the rear fender AND the running board. David was working on the rear fender when I took the photo and you'll notice its pointing towards Mars. The last image is showing the piece he had to trim from the rear fender in order for it to clear the friction shock absorber. Not only did he reshape the fender but he also hand beat a swage around the mod. Neat eh?
More Progress.....
The car needed a tail-light and I deliberately left that until last. Not knowing if one of the old gas lamp's converted to electric would fit, or, if due to limited space between the spare wheel and the rear fender, I'd need to use a genuine electric one like Anastasia has. Once we found that space was pretty restricted, I bought a light and bracket and as soon as it arrived I took it up to David, which gave me the opportunity to see further progress
The car needed a tail-light and I deliberately left that until last. Not knowing if one of the old gas lamp's converted to electric would fit, or, if due to limited space between the spare wheel and the rear fender, I'd need to use a genuine electric one like Anastasia has. Once we found that space was pretty restricted, I bought a light and bracket and as soon as it arrived I took it up to David, which gave me the opportunity to see further progress
These photos show the hood former in its final position, with the hood fitted up and the hood straps hold down brackets also fitted. You can also see the extra bracket David's made to stop the rear fender from flexing too much. He's also made a very discrete bracket in order to stop the front fender from rattling against the fender support bracket. The wooden deck/floor is in the spray booth about to get its first coat of paint. David has fabricated a steel edge that goes around the perimeter of the deck which will stop the ugliness of paint shrinkage into the end grain.
3rd July '18.....
Today I paid another visit, this time to drop in the floorboards. As you'd expect, I took my camera, again......
The photos show above from left to right; The hood former and the new seat support brackets, the new fender (fake) "rivets" replacing the old incorrect rivets. Then an underside of a fender showing the process of replacing them as well as the tack welds needed to secure the fender skirts, which were not properly secured on 2 of the fenders. It turns out that even though I'd ordered flat top fenders, they weren't fully flat on the top.....and David has had to do even more massaging. He fabricated a tail light & number plate support bracket. In order for it to be legal, it needed to be extend out past the spare wheel. I think he's done a fabulous job on it, especially with the fancy little "ArtDeco" aeroplane tail strengthening gusset. The last row shows the fuel tank, valances and headlamps in the spray booth, ready for colour. The seats are still in the process of being strengthened in order to take studs for the upholstery. |
Back home again.......
Over the last few weeks I've received several phone calls from David asking me about small detail items regarding paint, screws, brackets, etc.
Then just yesterday, 17th DEC, he called again saying that he was having trouble assembling the headlamps. This was due to an original light bulb socket not fitting into a reproduction headlamp reflector. The reproduction sockets will fit and I had supplied him with one of each. Luckily for me, he had a repro one an used that instead.
He also told me that just as soon as he had installed additional brackets between the seat riser and the base, his work would be finished and I could pick it up. Consequently, I have Daves Tilt Tray and Steve on standby. Then last night he emailed me these 2 photos below.......
Then just yesterday, 17th DEC, he called again saying that he was having trouble assembling the headlamps. This was due to an original light bulb socket not fitting into a reproduction headlamp reflector. The reproduction sockets will fit and I had supplied him with one of each. Luckily for me, he had a repro one an used that instead.
He also told me that just as soon as he had installed additional brackets between the seat riser and the base, his work would be finished and I could pick it up. Consequently, I have Daves Tilt Tray and Steve on standby. Then last night he emailed me these 2 photos below.......
19th Dec '18.....
Yesterday, 19DEC18, Steve and I picked up Evangeline from Davids. Using the other Dave's tilt tray truck. It was a really exciting time for me. On inspection, the work that David has done is second to no-one. He is a brilliant tradesman and a top fellow to go with it. I'm very fortunate to have friends like these.
Davids skills as a master of his trade is well indicated in these photos below. They show how he added brackets and strips to the seats in order to bolster them for we bigger Aussies. Six screws in the base of each seat indicate where they are secured to four very substantial brackets he fabricated to safely secure the seats to the deck.
There's also a strip of steel going right around each seats back which not only strengthens it but also gives the motor trimmer something to attach the upholstery to. The holes are for press studs. On the inside corner of each seat you'll notice that he's fabricated an angle bracket in order to stop the seat "spreading" from that point.
The last 2 photos show the edging he made and attached to go right around the deck. Mostly to stop moisture from getting into the end grain of the plywood, but also for aesthetics, by stopping the end grain from soaking up paint and looking ugly.
There's also a strip of steel going right around each seats back which not only strengthens it but also gives the motor trimmer something to attach the upholstery to. The holes are for press studs. On the inside corner of each seat you'll notice that he's fabricated an angle bracket in order to stop the seat "spreading" from that point.
The last 2 photos show the edging he made and attached to go right around the deck. Mostly to stop moisture from getting into the end grain of the plywood, but also for aesthetics, by stopping the end grain from soaking up paint and looking ugly.
23rd Jan '19.....
Today was a pretty big day for the project.
Sandy and I took the seats up to Norm Betts in Mulloon, between Braidwood and Bungendore, about an hour and 45 mins from here. Norm has done lots of high quality work over the years on many cars that have won many trophies, including our '21 T Tourer, Anastasia.
Believing that "when you're on a good thing, stick to it" we've entrusted the trimming of Evangeline's seats to him.
We chose a marine vinyl, for 3 reasons.
1, Evangeline is an open car and will be exposed to lots of sunlight, so because of its higher oil content, it's more resistant to ultra violet than leather.
2, We found a better match to the red wheels than we did with leather.
3, Its much cheaper than leather
After we returned home from Norm's, our sign-writer friend, Neil Hammond came over in the afternoon and "Christened" Evangeline.
In the past, Neil has done some fabulous signage and line work for us on Stationary Engines. Those engines are always in public view and are often judged, so our choice here was, like it was with Norm, a no brain-er.
Both of these men are masters in their field.
Sandy and I took the seats up to Norm Betts in Mulloon, between Braidwood and Bungendore, about an hour and 45 mins from here. Norm has done lots of high quality work over the years on many cars that have won many trophies, including our '21 T Tourer, Anastasia.
Believing that "when you're on a good thing, stick to it" we've entrusted the trimming of Evangeline's seats to him.
We chose a marine vinyl, for 3 reasons.
1, Evangeline is an open car and will be exposed to lots of sunlight, so because of its higher oil content, it's more resistant to ultra violet than leather.
2, We found a better match to the red wheels than we did with leather.
3, Its much cheaper than leather
After we returned home from Norm's, our sign-writer friend, Neil Hammond came over in the afternoon and "Christened" Evangeline.
In the past, Neil has done some fabulous signage and line work for us on Stationary Engines. Those engines are always in public view and are often judged, so our choice here was, like it was with Norm, a no brain-er.
Both of these men are masters in their field.
Yesterday, Norm called and told me that he'd finished the seats. Today, 20/3/19, Sandy and I drove up to Mulloon and collected them.
Pretty much as soon as I got home I started getting things organized to install them back onto the car. I'm impressed with the job Norm did, as its exactly what I asked him to do. One part in particular, was that where the red vinyl folds over the edge of the bucket, its held down with press studs. Every other car I've seen with this type of seat trim has the press studs clearly visible and they are usually chrome or stainless steel. Completely the wrong colour for this car. Norm understood this and, as you can see, has hidden them underneath the vinyl. Thanks Norm, you're a champion.
Pretty much as soon as I got home I started getting things organized to install them back onto the car. I'm impressed with the job Norm did, as its exactly what I asked him to do. One part in particular, was that where the red vinyl folds over the edge of the bucket, its held down with press studs. Every other car I've seen with this type of seat trim has the press studs clearly visible and they are usually chrome or stainless steel. Completely the wrong colour for this car. Norm understood this and, as you can see, has hidden them underneath the vinyl. Thanks Norm, you're a champion.
I asked my mate Steve to visit this morning (1st April 2019) in order to make an attempt to fire Evangeline up for the first time. After a bit of mucking around, we got her to run quite nicely. I made some adjustments and then we took her for a drive.
Steve is also our Club's vehicle road-worthiness & registration inspector, so I took him for a "shake down" to the end of our street.
It all went well until I turned for home and pointed her up-hill. Having a gravity fed fuel system, she promptly ran out of fuel and stopped. I had only put about a pint in to see if she had any fuel line leaks, and then forgot to put more in. How embarrassing was that? (Well, it was April Fools Day)
So Steve walked, up hill, all the way back to my place, picked up his car and towed Evangeline back home, to the amusement of the neighbours. There is no muffler on this thing, so they all knew something was going on in the street.
Anyway, on the second run she ran well, did everything she was supposed to and this afternoon I managed to get her registered. She now wears Historic plates. (But not before I had to stamp a VIN number into the chassis)
Steve is also our Club's vehicle road-worthiness & registration inspector, so I took him for a "shake down" to the end of our street.
It all went well until I turned for home and pointed her up-hill. Having a gravity fed fuel system, she promptly ran out of fuel and stopped. I had only put about a pint in to see if she had any fuel line leaks, and then forgot to put more in. How embarrassing was that? (Well, it was April Fools Day)
So Steve walked, up hill, all the way back to my place, picked up his car and towed Evangeline back home, to the amusement of the neighbours. There is no muffler on this thing, so they all knew something was going on in the street.
Anyway, on the second run she ran well, did everything she was supposed to and this afternoon I managed to get her registered. She now wears Historic plates. (But not before I had to stamp a VIN number into the chassis)
This first outing showed up some minor problems.
The low speed band needed a major adjustment, and its leaking quite a lot of oil from around the outside oil line's top mounting plate.
The vibrations from the engine broke an exhaust mount that had been cracked when being made.
In the next few days I'll attend to this and when some special screws arrive, I'll finish off gluing the rubber matting to the floorboards and making the brass framework to go around them. I also need to install a rear vision mirror. When I've taken care of those tasks, Evangeline will no longer be a project. She will be finished.
Evangeline at her first public showing.
The 2019/20 "Black Summer" bush-fires had such a devastating effect on the local community that the Eurobodalla Shire Council cancelled the annual Agricultural Show.
Instead they put on a "Family Fun Day". We had planned for Evangeline to go to the show, but we decided to take her to the Fun Day, where she attracted many favourable comments from a very small crowd. She ran well with not a single problem arising.
The 2019/20 "Black Summer" bush-fires had such a devastating effect on the local community that the Eurobodalla Shire Council cancelled the annual Agricultural Show.
Instead they put on a "Family Fun Day". We had planned for Evangeline to go to the show, but we decided to take her to the Fun Day, where she attracted many favourable comments from a very small crowd. She ran well with not a single problem arising.
One last thing.........
I had planned to leave it off the car, but I was talked into installing the Monocle Windscreen.
First I needed to find a windscreen guy (or girl) sympathetic to vintage cars and a friend put me on to Ray Whigham. Ray owns Eurobodalla Windscreens, right here in Moruya and when I told him what I needed, he was eager to help, saying he had the right contacts for the job. I gave him the semi circular frame and he made a template for the glass. Ray took the template to "Viridian" a company in Hume ACT. They cut the glass to size and then hardened it so that it will shatter like a proper screen should, not break up into dangerous shards. Viridian even polished the edge. Once it was back, Ray de burred the slot and Urethaned the glass into the frame. Shaping the brass clamp to fit the steering column tube was time consuming, but now that its installed, I wonder why I chose not to do it initially. More Brass to polish, grrr.
Installed 23/5/2020.
Project FINISHED
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This will be the final post on this page which has covered the build right from an idea to the finished item. Compare these photos to the image at the top of the page.
I think I came close to my vision, don't you?
First I needed to find a windscreen guy (or girl) sympathetic to vintage cars and a friend put me on to Ray Whigham. Ray owns Eurobodalla Windscreens, right here in Moruya and when I told him what I needed, he was eager to help, saying he had the right contacts for the job. I gave him the semi circular frame and he made a template for the glass. Ray took the template to "Viridian" a company in Hume ACT. They cut the glass to size and then hardened it so that it will shatter like a proper screen should, not break up into dangerous shards. Viridian even polished the edge. Once it was back, Ray de burred the slot and Urethaned the glass into the frame. Shaping the brass clamp to fit the steering column tube was time consuming, but now that its installed, I wonder why I chose not to do it initially. More Brass to polish, grrr.
Installed 23/5/2020.
Project FINISHED
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This will be the final post on this page which has covered the build right from an idea to the finished item. Compare these photos to the image at the top of the page.
I think I came close to my vision, don't you?
These 2 images were taken on Evangeline's first outing since the fires, 15 months earlier.
She is now 100% finished including the monocle. Good times ahead.
She is now 100% finished including the monocle. Good times ahead.
This is the culmination of a 17 year long dream for me and nearly 8 years of expensive labour for Sandy and I.
Knowing what I know now, would I do it again? NO.
But I intend to enjoy and absorb the pleasure of driving "Evangeline" for as long as I possibly can.
Knowing what I know now, would I do it again? NO.
But I intend to enjoy and absorb the pleasure of driving "Evangeline" for as long as I possibly can.
My thanks are extended to the following people and businesses for their support, in one form or another,
during the building of this project.......
Steve Shields, “Moruya Farm Machinery Service” Lateral thinker extraordinaire,
who had a BIG hand in just about everything.
Dave Nettle, “Moruya Tilt & Tow” Thoroughly professional vehicle relocator & tolerant workshop space provider.
David Robinson, “Robinson Bros Panel Beating Services”. Bywong, NSW. Master Panel massager & Paint magician.
Brett "Benny" Hill, “Moruya Engineering” Wheel mods, front & rear axles & driveshaft machining.
Bob Simpson, Moruya NSW. Visionary & Generous core Engine & Gearbox doner.
Ray Whigham, "Eurobodalla Windscreens", Moruya, organised the monocle.
Rob Croft, Kiama NSW. Model T specialist Engine builder extraordinaire.
Norm Betts, Mulloon NSW, Master motor trimmer, second to none.
Neil Hammond, Batemans Bay NSW. Adaptable & talented signwriter.
Allan Bennett, Gawler, SA. Fellow Model T fanatic who supplied the wire wheels.
John Tannehill, Mississippi. Sourced & shipped the rare-ish Waukesha Ricardo cylinder head.
Glen Chaffin & Dave at “Chaffins Garage” California. Supplied High lift performance Camshaft
& most new engine & gearbox components.
Tom Rootlieb, “Rootlieb Inc” California. Manufactured & supplied speedster body kit.
Bill Bohlen, “Antique T Motorsports” California. Reproduced “Laurel” under-slung brackets & friction shocks.
John Stoltz, “Model T Ranch” Texas. designed, manufactured & supplied wheel adapters, axle, pinion & thrust bearings.
John Regan, “Fun Projects” Illinois. Supplied solid state voltage regulator, brake light switch kit & lots of advice.
Stan Howe, “Stan’s Strombergs” Montana. Restored the Stromberg “OF” Carburetor.
Charlie Yap, “Secrets of Speed Society” Ohio. Advice, guidance and literature on vintage speed equipment
Don Lang, “Langs Old Car Parts” Massachusetts. Supplied lots of various bits-n-pieces.
Ben Hardiman, “Texas T Parts” Texas, Supplied other bits-n-pieces, inc, outside oil line & distributor..
Bob Bergstadt, “Bob’s Antique Auto Parts” Illinois, supplied other bits-n-pieces.
“Snyders Antique Auto Parts” Ohio. Supplied bits I couldn’t find elsewhere.
“Henry’s Model T parts” Ballan VIC. Supplied the odd bit I needed in a hurry.
“Brassworks” California. Manufactured & Supplied the exact reproduction Radiator.
“Scat Enterprises” California. Manufacturers of engine hearts, the forged, chromoly, counter-weighted crankshaft.
during the building of this project.......
Steve Shields, “Moruya Farm Machinery Service” Lateral thinker extraordinaire,
who had a BIG hand in just about everything.
Dave Nettle, “Moruya Tilt & Tow” Thoroughly professional vehicle relocator & tolerant workshop space provider.
David Robinson, “Robinson Bros Panel Beating Services”. Bywong, NSW. Master Panel massager & Paint magician.
Brett "Benny" Hill, “Moruya Engineering” Wheel mods, front & rear axles & driveshaft machining.
Bob Simpson, Moruya NSW. Visionary & Generous core Engine & Gearbox doner.
Ray Whigham, "Eurobodalla Windscreens", Moruya, organised the monocle.
Rob Croft, Kiama NSW. Model T specialist Engine builder extraordinaire.
Norm Betts, Mulloon NSW, Master motor trimmer, second to none.
Neil Hammond, Batemans Bay NSW. Adaptable & talented signwriter.
Allan Bennett, Gawler, SA. Fellow Model T fanatic who supplied the wire wheels.
John Tannehill, Mississippi. Sourced & shipped the rare-ish Waukesha Ricardo cylinder head.
Glen Chaffin & Dave at “Chaffins Garage” California. Supplied High lift performance Camshaft
& most new engine & gearbox components.
Tom Rootlieb, “Rootlieb Inc” California. Manufactured & supplied speedster body kit.
Bill Bohlen, “Antique T Motorsports” California. Reproduced “Laurel” under-slung brackets & friction shocks.
John Stoltz, “Model T Ranch” Texas. designed, manufactured & supplied wheel adapters, axle, pinion & thrust bearings.
John Regan, “Fun Projects” Illinois. Supplied solid state voltage regulator, brake light switch kit & lots of advice.
Stan Howe, “Stan’s Strombergs” Montana. Restored the Stromberg “OF” Carburetor.
Charlie Yap, “Secrets of Speed Society” Ohio. Advice, guidance and literature on vintage speed equipment
Don Lang, “Langs Old Car Parts” Massachusetts. Supplied lots of various bits-n-pieces.
Ben Hardiman, “Texas T Parts” Texas, Supplied other bits-n-pieces, inc, outside oil line & distributor..
Bob Bergstadt, “Bob’s Antique Auto Parts” Illinois, supplied other bits-n-pieces.
“Snyders Antique Auto Parts” Ohio. Supplied bits I couldn’t find elsewhere.
“Henry’s Model T parts” Ballan VIC. Supplied the odd bit I needed in a hurry.
“Brassworks” California. Manufactured & Supplied the exact reproduction Radiator.
“Scat Enterprises” California. Manufacturers of engine hearts, the forged, chromoly, counter-weighted crankshaft.
As with all Model T's, the brakes are far more of a suggestion than a command!
PS; On the 19th March 2022, Moruya celebrated the Sydney Harbour Bridges 90th birthday.
Because Moruya supplied the granite for its towers, the town put on a Mardi Gras parade and the car club took advantage of it by combining it with their annual Show-n-Shine. Evangeline and I drove Andrew Constance (former NSW Minister for Transport) in the parade and later she won "Best Car in Show".
Because Moruya supplied the granite for its towers, the town put on a Mardi Gras parade and the car club took advantage of it by combining it with their annual Show-n-Shine. Evangeline and I drove Andrew Constance (former NSW Minister for Transport) in the parade and later she won "Best Car in Show".