Classic Cruising with Larry D’Argis
'54 PICKUP
Rebuilt Mercury truck a highway-friendly cruiser
Since being restored to its original lustre, the Mercury M-100 has turned out to be a reliable summer drive.
During the postwar period, Ford of Canada adopted a restructured marketing strategy for vehicle buyers in Canada. Ford introduced two new lines of cars called the Ford Monarch and the Mercury Meteor, giving dealers additional mid- and low-priced models to sell.
Realizing trucks were also a vital part of vehicle sales, Ford added a completely new line of Mercury trucks. As expected, Ford-Monarch dealers sold the Ford truck line, while the Mercury-Lincoln-Meteor dealers sold the Mercury trucks.
Using different badging and some subtle differences in appearance, the Mercury trucks were really Fords with an upscale look, their grilles being the most noticeable feature. The Mercury grilles were more ornate and carried far more chrome than the Fords. Produced in small numbers and always considered a rarity north and south of the border, Mercury trucks have long been the ones to seek out for restoration.
For Gary Humiski of Winnipeg, building and modifying cars was a lifelong hobby. But when he set his sights on doing a pickup truck, only one would do.
"I was always looking for a Mercury truck because it's a little more collectable than the F-100," he says.
In 1995, Humiski spied an early-'50s Mercury pickup going down King Edward Street, caught up to the owner and asked if he'd consider selling. "He said it wasn't for sale, so I gave him my name and phone number and asked if he'd call me if he saw another one, and that's when he told me he knew of one on Pritchard Farm Road."
It…
Blue-chip investment
Classic Chevy an RRSP you can take for a Sunday drive
Pssst. Want a tip on a great investment? A sure thing, one that will continue to appreciate and you'll be proud to own. No you haven't skipped over to the financial pages and that red car you're looking at is the topic of this week's Classic Cruising column.
Today, investments are as risky as ever and finding the right balance in your portfolio involves a careful mix of diversified resources. In the collector car marketplace, one continual blue-chip acquisition is the 1955 to 1957 Chevy. Over the years the tri-five Chevys have defied all logic, even in recessionary times, with their steadily increasing values.
Aside from the dollars and cents draw, the one to really watch is the '57 Chevy. Last in the series, it's also got the styling that has kept it as one of the most identifiable cars of the 1950s. Dripping with chrome and tail-fins, it makes a statement about the decade and the hope for the future that it held.
For Bill Dickson of Winnipeg, he started out in 1960 with a '40 Ford convertible. "I bought it in 1960 for $45 and then moved on to a '48 Ford coupe," says Dickson. Soon after he got a look at a 1955 Bel Air hardtop and from then on he was hooked on the tri-five Chevy and has owned several over the years.
In 2006 he was at "Back To The Fifties" in Minneapolis with his award-winning black '57 Chevy Nomad wagon, when a fellow asked how much it would…
The spark of an idea
A little inspiration, a lot of hard work and voila! Winnipeg's first battery-powered classic cruiser
Don Himbeault figures he found the perfect vintage car for an electric conversion: a 1954 Austin A 40 (below).
During the summer in Winnipeg, the car hobby is truly alive and it's not unusual to run across dozens of freshly restored vehicles, new purchases and in-process projects at the many shows and cruise nights. In every way, those vehicles represent a true indication that the hobby continues to grow and flourish.
While checking out those vehicles, on occasion, you run across something that I like to call a heart-stopper. Yes, the six-figure builds, dripping with CNC-machined billet aluminum, packing mega-horsepower and trick paint, are a sight to behold, but the cars I also like to see are those that show true craftsmanship and innovation. All the flash and hype aside, the way to build a better mousetrap never comes from a catalogue.
For Winnipegger Don Himbeault, his first cars were old cars, and when it came to finding a project, he thought it would be fun to do an old car with a twist, by blending a vintage automobile with something from the sustainable-living category, namely an electric car. An engineer, Himbeault works as a technical consultant in the research and development field for clients at Deloitte & Touche. "I saw many new electric cars being offered but not many electric conversions," says Himbeault. The past president of the Association of Professional Engineers & Geosciences of Manitoba (APEGM), Himbeault saw a Chevrolet Corvair that had been converted to electric and initially began looking for one to use as a platform for his electric conversion.
In August of 2008, his search…
No introductions needed
Prelude a collectible and a future classic
Scott McEwen transformed his 1993 Honda Prelude S coupe into a true 'corner -carver'.
A classic, by definition, is a first or highest class in rank. In the automotive world, these firsts can pass by quite quickly.
Take, for example, the Honda Prelude. Produced from 1979 to 2001, it was already a fifth-generation design when it was discontinued when the Honda Integra was introduced. A front-line competitor for the Toyota Celica, the Prelude probably suffered the most competition from its own family of vehicles, including the Civic and new NSX.
For Scott McEwen of Winnipeg, the choice of a future classic was simple. In 2003, as a graduate student at Glenlawn Collegiate, the Prelude stood out.
"At the time, the Prelude was more unique than a Civic or Pontiac Sunfire," says McEwen. Starting with a stock 1993 Prelude S coupe, it didn't take long until McEwen had found enough suspension and performance modifications to make it a contender in the Manitoba Sports Car Club's autocross circuit at Assiniboia Downs.
Working on the car with his father, Bill, automotive instructor at Murdoch MacKay Collegiate, McEwen had soon transformed the Prelude from a docile compact to a true corner-carver. The full impact of the modifications would take time to evolve, but the Prelude was well on its way to becoming both a racer and a show car.
To its stock 2-litre four-cylinder engine and 5-speed manual transmission, McEwen added a performance air-intake kit, stainless-steel exhaust header and 2.5-inch diameter custom exhaust system to let the engine breathe.
Drilled and slotted disc brake rotors with performance pads were added on all four wheels,…
Takinâ It To The Streets
After hosting a successful 15th Annual Flashback Weekend last month, the Fabulous 50’s Ford Club continues on their quest to give back to the community as members volunteered their time on Saturday, Oct. 17 to prepare lunch at the Siloam Mission. Club members and staff at the mission prepared and served 296 meals for the lunch and helped prep many dishes for the Sunday dinner. Hats off, or should I say hair nets off to the club for their community spirit!
Mustang runs again
A 1972 gem is found and revived
The early Ford Mustang continues to be one of the hottest vehicles in the collector car market.
The first-generation Mustang, introduced in 1964, was mechanically based on the Ford Falcon and underwent three major styling changes and countless mechanical upgrades in less than a decade.
As with all cars in the '60s and '70s, expanding proportions seemed to signal success, with every model growing in both body dimensions and engine displacement.
By 1971, the Mustang had grown eight inches longer, six inches wider and gained 600 pounds in weight over the 1966 model. It had also acquired the physical capacity to accept Ford's big-block V8 engine, the 375-horsepower 429 Super Cobra Jet.
Ford also produced 1,806 Mustang Boss 351 Sportsroof models in 1971 with potent, 330-horsepower 351-cubic-inch Cleveland V8s. What the large 429 V8 had over the smaller engine was torque. But for those more interested in better handling and faster quarter-mile times than that tire-frying torque, the 351 came off as the better balanced powerplant.
By mid-1971, all of this was about to change. Rising insurance rates and governments pushing for increased vehicle-safety and smog regulations were rapidly signalling the end of the muscle-car era. Ford's decade of "Total Performance" drew to a close as Henry Ford II announced that the company was no longer involved in factory-backed racing. What didn't end was the abundance of parts and engines that had been under development and already in production for future models.
One such engine was the Q-code 351-cubic-inch Cobra Jet V8. Built from May…
Mustang runs again
A 1972 gem is found and revived
The early Ford Mustang continues to be one of the hottest vehicles in the collector car market.
The first-generation Mustang, introduced in 1964, was mechanically based on the Ford Falcon and underwent three major styling changes and countless mechanical upgrades in less than a decade.
As with all cars in the '60s and '70s, expanding proportions seemed to signal success, with every model growing in both body dimensions and engine displacement.
By 1971, the Mustang had grown eight inches longer, six inches wider and gained 600 pounds in weight over the 1966 model. It had also acquired the physical capacity to accept Ford's big-block V8 engine, the 375-horsepower 429 Super Cobra Jet.
Ford also produced 1,806 Mustang Boss 351 Sportsroof models in 1971 with potent, 330-horsepower 351-cubic-inch Cleveland V8s. What the large 429 V8 had over the smaller engine was torque. But for those more interested in better handling and faster quarter-mile times than that tire-frying torque, the 351 came off as the better balanced powerplant.
By mid-1971, all of this was about to change. Rising insurance rates and governments pushing for increased vehicle-safety and smog regulations were rapidly signalling the end of the muscle-car era. Ford's decade of "Total Performance" drew to a close as Henry Ford II announced that the company was no longer involved in factory-backed racing. What didn't end was the abundance of parts and engines that had been under development and already in production for future models.
One such engine was the Q-code 351-cubic-inch Cobra Jet V8. Built from May…
Mustang runs again
A 1972 gem is found and revived
The early Ford Mustang continues to be one of the hottest vehicles in the collector car market.
The first-generation Mustang, introduced in 1964, was mechanically based on the Ford Falcon and underwent three major styling changes and countless mechanical upgrades in less than a decade.
As with all cars in the '60s and '70s, expanding proportions seemed to signal success, with every model growing in both body dimensions and engine displacement.
By 1971, the Mustang had grown eight inches longer, six inches wider and gained 600 pounds in weight over the 1966 model. It had also acquired the physical capacity to accept Ford's big-block V8 engine, the 375-horsepower 429 Super Cobra Jet.
Ford also produced 1,806 Mustang Boss 351 Sportsroof models in 1971 with potent, 330-horsepower 351-cubic-inch Cleveland V8s. What the large 429 V8 had over the smaller engine was torque. But for those more interested in better handling and faster quarter-mile times than that tire-frying torque, the 351 came off as the better balanced powerplant.
By mid-1971, all of this was about to change. Rising insurance rates and governments pushing for increased vehicle-safety and smog regulations were rapidly signalling the end of the muscle-car era. Ford's decade of "Total Performance" drew to a close as Henry Ford II announced that the company was no longer involved in factory-backed racing. What didn't end was the abundance of parts and engines that had been under development and already in production for future models.
One such engine was the Q-code 351-cubic-inch Cobra Jet V8. Built from May…
Body by Dynacorn
No restoration needed on these brand-new classic shells
When it comes to a restoration, the worst part of the car often will be the body.
Fenders, doors, trunk lids and hoods can all be repaired or replaced fairly easily, but getting into the floor and rear quarter-panels is often regarded as major surgery. Frequently, replacing these panels entails separating them from various parts of the body's inner structure by cutting and drilling out the factory spot-welds holding them together.
Welding in new replacement panels and repairing any inner structural damage is an acceptable fix, yet it comes at a price. Requiring a competent and knowledgeable technician to perform the work, rust repairs and major collision damage are expensive to fix and can add thousands of dollars to the total restoration cost.
Let's also consider the enthusiast who wants to construct a resto-rod. They're basically after a straight, rust-free body as the basis of their project. After the original powertrain, suspension, steering and braking systems are replaced with new modern components, the original parts are often sold off or even discarded.
Another hurdle in the hobby is simply the lack of a suitable car. You may find vehicles that aren't even remotely restorable, or perhaps you can't find one at all.
Just a few years ago, the GT 500E, or Eleanor Mustangs, became a perfect example of how some in-demand cars are just unavailable. Built from existing '67 and '68 Mustangs, there just weren't enough to keep up with customer demand.
The main bodies of vintage muscle cars are simply a collection of components…
Lovely topless Bel Air rides again
Prize-winning '54 looking great at shows and on road after makeover
For 1954, the Chevrolet carried several styling improvements over the 1953 model. The sales brochure boasted: "Brimming With Beauty! ... and that's only the beginning! It offers more things you want at lowest cost than any other car!"
The new Bel Air series was the top of the line and featured a full-width horizontal grille, flanked by horizontal park-lamp housings, which helped give the impression of a lower, wider car.
It boasted pile carpeting, full wheel covers and several optional extras. Additional stainless trim and Bel Air designation could be found along the rear fenders, and both hardtop and convertible models featured two-tone upholstery.
Economical to operate, yet sporty and fun, the Bel Air convertible was the ultimate boulevard cruiser.
With only 19,383 Bel Air convertibles built in '54, they were scarce at the time. Today, it's estimated that fewer than 150 roadworthy examples still survive.
Kim Sharpe of Stonewall always had an eye for old cars. With a pastime of tending Belgian draft horses, Sharpe turned towards seeking out an early '50s convertible as his next hobby. He started looking at the 1953-54 Chevrolet after deciding it would be better to find a restored vehicle than a project car.
"I just don't have the necessary talent and ability to take on a full restoration," Sharpe says.
Vehicle restoration is a hobby that borders on a vocation. The dedication and time required to actually complete a car is often greater than many people can invest. That doesn't mean they can't enjoy the hobby of classic vehicles --…
