Celebrating 100 years of Ford Motor Company with local Model T and Model A

by Sam Barer

In early June, 1903 a young Henry Ford started his new business. 100 years later, Ford Motor Company stands as one of the most successful and recognizable American-based corporations.

Fords were never the fastest, most desirable or luxurious vehicles, but the company’s ability to produce the first affordable and reliable cars solidified the Blue Oval’s place in American culture.

In Dearborn, they’re celebrating with large parties. At Sound Classics, we’re doing it in our own typical way, a series of profiles of Ford’s best cars. Today, we start at the beginning. In true Henry Ford fashion, we achieve economies of scale by visiting the Shelton home of John Gilmore, owner of two significant early Ford examples: the Model T and Model A.

Gilmore’s Model T is perfect to kick-off our tribute to Ford, as it is a racing special. While the ultra-conservative Henry Ford despised racing, it’s how he promoted his earliest vehicles, even driving them in anger himself. First appearing in 1908, the rugged Model Ts quickly gained a reputation as the perfect racer platform. Gilmore’s red (with vintage Gilmore gas company logos) Model T is a rare 1925 Southern Widetrack example with Morton-Brett Turtleback replica coachwork. Unlike most Ts, this vehicle was built eight inches wider to accommodate the ruts left by early trucks in the American south’s dirt roads.

Gilmore still campaigns his T in 200-mile endurance rallies. While races obey posted speed limits on public roads, in such a minimalist car, 60MPH must seem like 200MPH. If you’re wondering how a normal 19hp and two-speed tranny Model T achieves highway speeds, Gilmore’s special uses period-correct hot-rodding to double output. The car also features period Ruxtel and Warford 2 speed gears, allowing for gearing flexibility. Changing gears utilizes two levers and a pedal control – not intuitive, but it works. Outboard brakes and adjustable shocks are also period-correct upgrades.

A tilt-a-way “fat man” steering wheel allows easier ingress, but my legs are too long for safe driving. Gilmore hasn’t had a chance to inspect it since the last 200-mile jaunt, so I’m happy just to look and drool at the racer.

But I jump to drive Gilmore’s other classic Ford, a 1931 Model A Deluxe Roadster. This beautiful tan-colored example might look like a cream puff, but it is also a race veteran. Gilmore took this very car in the 1991 Great American Race, starting in Norfolk, VA and ending in Seattle.

If the Model T was the car that mobilized America, debuting in 1928 the Model A delivered style to the average American. Like the T, the A could be ordered with many types of bodies, but the $475 Deluxe Roadster reigns as prettiest. With its top down and rumble seat closed, it’s positively sporty. It looks to be three-quarters scale of luxury roadsters of the era. With its good looks it is no wonder many were used as the basis for hot rods during the sixties.

Climbing into the Model A, I find it’s still a tight fit. I turn the dash-mounted key, and Gilmore has to point-out the floor mounted starter button. The already warm engine instantly fires and is very quiet for the vintage. The long gear lever follows the traditional three-speed H pattern. I let out the smooth clutch, roll my foot off the rest and depress the accelerator and the car pulls away without drama.

With a quick adjustment of the column-stalk spark adjustment, the Model A settles into a perfect cruising rhythm. Double clutching up, the rotating-drum speedometer soon indicates almost 40mph. Approaching a 15mph curve provides a perfect opportunity to test the brakes. Tragically, at this point I realize my right leg is too long to get on top of the brake pedal.

Though cool on the surface, I’m panicking. We approach the corner a little fast, and the 2230-pound Ford simply glides through the corner. Despite archaic suspension design, it just works.

Gliding around local roads I’m amazed at how smooth the car is. Henry Ford’s engineers created a tractable automobile, although partial credit goes to Paul Murray of Monroe, Gilmore’s co-driver on the Great American Race, who rebuilt and balanced the engine, resulting in added horsepower, torque and smoothness for the cross-country rally.

I pull the car back into Gilmore’s driveway. With a push of the key cylinder, the engine stops. Not intuitive, but remember, Henry Ford always did it his way…and more times than not, everyone else followed!

Sam Barer writes for Apex, an Olympia, WA based freelance writing company. To submit a car for a future “Sound Classics” story, email soundclassics@apexstrategy.com

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