1962 International Pickup….Sort of!!!!!

Come on at least give his body work a “D-” for trying!!!  Is this considered car art?
By: Jen Dunnaway
Posted On: 6/22/2012 9:47AM


Artlessly spliced together in Brundelian fashion for some unfathomable purpose: an Olds Alero nose, an ’62 International pickup cab, and a Grand Am rear. The result resembles a FWD GM with some kind of terrible goiter. It’s one thing to build a tasteless and terrible pickup conversion, but what are you supposed say when the builder used the wrong part of the pickup? Strangest of all, the seller is asking for, and seems to believe that he will get, $3000 for this abomination because he has “probly twice as much invested.” I suspect that someone is about to learn a hard life lesson. See the ad on Craigslist, via Hooniverse.

for sale 1962 international truckcar, has every optional that a car could have ,has frontwheel drive driveline disk brakes all around , has air bags that are in working order has oldsmobile dash with tilt cruise , power seats , air -did work but i low of freon due from setting -can drive it anywhere, every light works as well as new cab lights allready has grandam door handles installed and work great, has alloy wheels and this truck has a good title which is titled as a international, has a grand am rear with the original duel exhaust, car is fuel injected and there are no check engine lights on?everthing is in working order but the aircondition is low of freon call if interested to much to list lots of time put in this car , have to many other projects to ,do so call 606 456 xxxx -no emails please -price is firm -have probly twice as much invested .-this vehicle will be sold where is as is…thanks

Mustang Muscle in the Mid 70′s Prt 2 1975

So we talked about the 1974 the year of big changes and small engines for the Mustang, now designated as Mustang II.  The entire idea was to return to the original roots of the Mustang, small every day car.  A far cry from the 300 plus horsepower  for the 1969-1973 Mach 1’s.  Of course it was a good idea, even though most of us don’t think so then or even now, but take a look at the numbers.The 1974 Mustang II sold over 380,000 units, and not a single V8 in the lot and that was 3 time as many Mustang as were sold in 1973.  Additionally, it was Motor Trends car of the year.  Now just between you and me,  the Motor Trend thing doesn’t do much for me (nor does the J.D. Powers award or any of the others) but it does work for some and judging by the numbers that sold at least 380,000 others.

In 1975 things changes a bit for the Mustang.  The infamous 302 returned, making a V8 an option.  But how as the possible?  What occurred that would bring back the a V8?  As mentioned above there were Mustang sold with V8 engines…”In the US“!!!!   But our friends south of the border (for those of you geographically challenged, that would be Mexico) were in fact selling Mustangs with V8.  Not many knew this was going on but once Hot Rod magazine got wind of it and put it in the front of its June ’74 issue, Ford decided that it need to “pony up” (come on now..that’s clever!!!!) and add the V8 for the 1975 edition of the Mustang II.


Your 1975 Mustang Line Up

The V8 was only available with an automatic transmission and was an option for the Ghia and the Mach I (even though the standard Mach 1 engine was the V6) as well as the other models and topped with a 2 barrel carb, it produced a whopping 122 hp or 140 hp depending on you proved the numbers.

So things were looking in 1975 although the number didn’t get even close to the 1974 model.

1975 Mustang Production Data:

69F Hatchback: 30,038

69R Hatchback – Mach 1: 21,062

60F Coupe: 85,155

60H Coupe – Ghia: 51,320

Total Production: 188,575

The total range of engine looked like this:

1975 Mustang Engines 

2.3 L – 140 cid, I-4, 2bbl, 88 hp

2.8 L – 171 cid, V6, 2bbl, 105 hp

5.0 L – 302 cid, V8, 2bbl, 140 hp





There were two transmission available a 4 speed manual and 3 speed automatic – but the 4 speed was not available for the 302.  That might seem odd but it may have to do with a fitment issue.

More coming up.

Thanks for reading.


1923 American

I’m finishing up the my piece on Mustang Muscle in the Mid 70’s I thought you might enjoy this form Olds Cars Weekly.   (www.OldCarsWeekly.com)


By Brian Earnest

At the age 89, it seems Susan Manherz’s friend Bud has managed to outlive all of his siblings and immediate family members. During his advanced years, Bud didn’t see many members of his clan, but there were a few of them around. As late as the 1970s, he had at least two other close relatives still kicking.

These days, though, Bud is a true octogenarian orphan, at least until a long-lost kin comes out of the woodwork. Bud is only a car — a 1923 American — but the way the Manherz family talks about its colorful personality, you’re not so sure.

“If you look at him, it looks like the car has lips!” Manherz joked. “He just has personality. You know, sometimes when you’re looking for a car and you see one, it’s like, ‘That’s the one.’

“I know it sounds crazy to some people… He’s a little cantankerous at times. And he can be difficult. That’s why he’s Bud. He’s just a car with a lot of personality.”

The 1923 American touring became an official member of the Manherz family back in 1990 when Susan and her husband, Mike, stumbled across the car at a now-defunct collector car dealership in Gaithersberg, Md.  The couple hadn’t been looking for any car in particular, but the idea of a 1920s car sounded appealing and “my husband has an uncanny knack for sniffing out old cars,” according to Susan.

“I think the man had traded in three cars for a new Jaguar, and the American was one of them. We looked in the door and just saw the top of this touring car that stuck up above everything … of course they were closed that day, but the next day we went out there and we just kind of nabbed it then. We took him for a test drive and he needed some tinkering and stuff, but we knew right then that we wanted him.”

At the time, the couple had no idea how rare the car was or that they might never see another American. When they began doing some homework on their own car, and the American brand, they soon discovered that Bud was pretty much one of a kind. “In the 1960s there were three Americans known to exist, and all the owners knew each other,” Manherz said. “One was an earlier car that wouldn’t look anything like ours. It had a painted radiator shell and it was smaller. We haven’t been able to track it down. The man who had it died in the early ’70s and nobody knows what happened to the car. The [third] car was the same year as ours, but it was pretty much a parts car. It wasn’t complete. The guy who had it sold it, I know, and we’ve never found out what happened to it.”

Much to their delight, the Manherzes have been able to find out plenty about their own American, however. They are the fourth owners and they have been able to retrace much of Bud’s tire tracks prior to 1990.

“It was purchased new by Frank Ritter on June 9, 1923, from Adams Motor Company of Rochester, N.Y.  We still have all the original manuals and correspondence that came with the car when new,” Manherz noted. “Each owner of the car knew the previous owner. I know the original story of how the second owner got the car, and his son is still living and I talk to him on the phone… He bought it in 1955 and it had been up on blocks since 1930. The car was always in New York until we bought it, so he’s lived his whole live where it’s cold.”

There have been many car-building companies with the patriotic “American” moniker in their titles. One of the more successful early ones was the American Motor Co. of Plainfield, N.J. The company built cars from 1916 to 1924 and was also called American Six and American Balanced Six. Louis Chevrolet was vice president and chief engineer of the company during its early days, and in 1918 the Americans carried an “O.K. Chevrolet” signature badge to show that they had passed muster with the boss.

The company merged with the Bessemer Truck Corp. in 1923 and became the Passenger Car Division of Bessemer-American. That arrangement didn’t last, however, and the company quit building automobiles in the spring of 1924.

American was known mainly as a builder of solid, medium-priced cars with six-cylinder engines. The first offering in 1917 was a simple five-passenger tourer, but by 1923, five models were on the menu, including the big five-passenger tourer priced at $1,850.

American began calling its machines the “Smile Cars” in 1920, claiming that the cars provided millions of miles of happy motoring in the three previous years. Or maybe it was because the funky split front bumper resembled a mouth with a set of prominent lips. 1920 was also when the company introduced its 249-inch Hersehell-Spillman six-cylinder engine that provided 60 hp — a very respectable output for a middle-tier machine at the time. That figure grew to 66 hp when a 289-cid version of the Hershell-Spillman six was introduced two years later.

The wheelbases also grew to 127 inches and by 1923 you could get artillery wheels painted to match the body, or wire or disc wheels. According to Manherz, the cars were offered with a 25,000-mile “Around the World” warranty.

“Our car is an American model D-66 with the 66-hp, six-cylinder, 289-cubic inch motor.  It has a 3 ½-inch bore x 5-inch stroke, and there is a Kellogg tire pump mounted on the transmission,” Manherz said. “We still have all the original manuals and correspondence that came with the car [when new].”

The second owner gave the American some needed repairs and TLC back in the 1950s and took the car on the 1955 and 1963 Glidden Tours, according to Manherz. The third owner purchased the car in 1965.

The Manherzes have never given the American a complete restoration, but they have worked hard to keep the car looking nice and running well — which hasn’t always been easy. Most of the leather in the window-less tourer is original. New carpets and a new soft top were installed in 2009. Following the 2009 AACA Fall Meet in Hershey, Pa., where the American got its Senior Award (it had earned a Junior Award earlier at Gettysburg), the couple had the valve seats and springs redone.

Susan, who gets most of the seat time in Bud, noticed the difference immediately after the valve work. “I always drive it. He’s my boy,” she laughed. “After we did the valve job, he’s full of power! It’s actually kind of scary. He’s running on all six and he’ll snap your neck back … When you think about it, it was a pretty powerful car for that time. The only drawback is the two-wheel brakes. You’ve gotta remember with all that power, you gotta stop! But it’s a fun car.

“It drives pretty nice, yeah. It kind of drives like a limo, or a crew cab truck. It has a big turning radius, but it truly is enjoyable to drive. What’s neat is that big fat steering wheel. You can really grip it. It’s fun.”

The Maryland winters are certainly milder than Januarys in Rochester, so these days the American is pretty much a year-round machine. Its owners are not shy about taking it out on any day of the year when rain isn’t in the forecast. That sometimes means bundling up with an extra hat or sweatshirt, but Susan insists that the car is comfortable even on chilly days. “Hey, with those side curtains you don’t get cold!” she joked. “Actually, on the carburetor it has a thing that you can turn so you’re not sucking in outside air. You’re just running off warm air from the manifold and he stays pretty happy that way.

“He likes it better when he gets out every two weeks or so. He’s never really put away for the winter. I have an oil pan heater in the winter to keep the oil heated up. Otherwise we put cardboard up by the radiator and we go out … It seems like if the atmosphere is humid or anything you’ve got to fiddle with the carburetor and if you don’t have it just right, he’s going to be finicky changing gears, or wanting more gas. You can usually tell before you leave the driveway how he’s going to be!”

The couple also has a 1937 Packard touring sedan and 1953 Packard convertible, “and those cars get driven,” Susan said.

The American makes regular appearances at cars shows in its area and participated in the 2007 AACA Vintage tour for cars born before 1928. Mostly, though, he is a Sunday driver, rolling easily around the local neighborhood with that familiar shiny mouth in front and smiling passengers inside — even if it’s a little cool outside.

Not many people who see the car probably realize it is the ultimate orphan, the last survivor of an obscure breed. He’d probably look great in a museum somewhere, or lined up alongside other ultra-rare survivors of various ilks. As far as the Manherzes are concerned, though, he’s a permanent member of their family, and he’s not going anywhere.“Oh, we’ve had lots of people [try to buy it],” Susan said. “No, he’s not for sale. You figure, I could never get another one. If he was gone, he’d be gone for good.

“And his personality grows on you. He’s part person.”

Selling Cars Part 2

I love combing through ads for selling cars. Every now and then you read some really good ones.

Here is a guy selling is 1963 Catalina.

This vehicle was a daily driver until the late 80’s.  It was then parked in hopes of restoring it as a show car…The clock is accurate twice a day but the “accessory plug” aka cigarette lighter functions so you can plug your cell phone in and keep track of the other 22 hours in the day…..  There is damage to the front right fender and the back left door.  Both occurred in parking lots as a result of an individual unable to see the land yacht parked in front of them.

Thanks for reading



Part and Parcel: State of the Swap


Each July the tiny town of Iola, Wis., is invaded by a sea of humanity and old iron. Many in attendance come strictly for the swap meet, which covers about 4,500 spaces.

Old car hobby doing well — at least ‘parts’ of it

By John Gunnell

“Don’t tell me there’s no recovery going on,” said Kurt Kelsey, an Iowa City-based vendor of new-old-stock Pontiac parts. According to Kelsey, his business this year is much better than it has been in a long time. “The phone has been ringing off the hook every day,” he said.

Kelsey’s observation about an up-tick in the market isn’t alone. Positive reports have come from other vendors, parts manufacturers and catalog retailers since late last fall. Despite an unsettled national economy and high unemployment, the old-car parts business seems to be in the midst of a boom.

During a Dynamat seminar at the Hot Rod & Restoration Show in March, company owner Scott Whitaker said one-day shipping of Dynamat automotive insulation products has been impossible to promise lately, because a large increase in orders has outpaced new hiring. “The bump in sales wasn’t expected and caught us off guard,” he said.

In early April, Bob Marx at Marx Parts in Arpin, Wis., came to visit us and he, too, was upbeat about his rising sales. Marx has been growing his inventory of vintage gaskets and rear main seals and is now rebuilding fuel pumps, but he said that new products do not explain all of the growth he is seeing. Like several other industry veterans, Marx pointed to the TV exposure of the Mecum and Barrett-Jackson auctions as a factor that’s helping the hobby grow. “New people are getting involved with old cars,” he said.

“After a winter of inactivity, old cars tend to leak or fail when they are put back on the road,” said Fred Kanter of Kanter Auto Products, who wonders if the business boom might be seasonal. “March, April, May every year, it’s the same thing — spring,” Kanter said. He pointed out that from spring through summer every year, his most popular items are fuel pumps and water pumps. “There’s a lot of factors that affect our business.”

You never know what you’ll see at big swap meets. You might come across a 1958 Edsel Pacer looking for a new home.

Al Suehring of Amherst Junction, Wis., specializes in ring gears and is another vendor who feels that the market is strong. We caught up with him at the Vintage Chevrolet Club of America dinner in Chilton, Wis., and he said that his business from the United States and abroad has been showing noticeable increases lately.

Ray Yager of Classic Industries said the level of growth of reproduction parts sales is “hard to keep up with.” His firm supplies MoPar, 1955-’57 Chevy, Camaro, Firebird, Nova, Impala and Chevy truck parts, and parts sales for these vehicles are moving in a positive direction. Yager thought the company’s 18-month-old MoPar parts catalog may account for some, but not all, of the huge increase in business he’s seeing. At least one vendor who solely deals in Chevrolets is likewise seeing increases in business.

“I’m having a really good year,” said Ron Kellogg of Chevy Tri-Power. “Rather amazing since I’m selling restored multi-carb setups in an era of $5-a-gallon gas prices. I’ve probably sold 25 Tri-Power units — normally a year’s worth — since November 2011.”

Kellogg’s increase proves that car collectors still want high-performance options on their classics.

In addition to new products, increased TV exposure of the hobby and added catalogs, parts suppliers said both the use of the Internet and increased advertising seem to be attracting more customers. Some big companies such as Mid America Motorworks and Eastwood have begun sending daily e-mails to thousands of potential customers. This takes time and money and employees with Internet skills, but their efforts are paying off with increased sales.

Many mom-and-pop operations that can’t afford daily e-marketing efforts are creating websites, Facebook pages, blogs and Twitter accounts to reach the marketplace. Hobby events aimed at professionals — such as the Racing & Performance Expo, the British Motor Trade Association and the SEMA Show — all offer seminars on Internet marketing techniques to these businesses.

As their marketing efforts become more sophisticated, parts sellers are also discovering that they can use print media to drive customers to their websites. Companies that never ran a print ad before are discovering that a clean-looking space ad with the right design and not much text can generate strong client interaction. The right picture of a car can catch the potential customer’s attention and a simple e-mail address or website link is all that’s needed to bring business knocking. A good ad will pay for itself much faster these days.

While an increase in parts sales would suggest that restoration shops and collector car sales are both on the increase, growth in those parts of the hobby isn’t as clear-cut as it is when a part is “checked out” in an online catalog. Collector car dealers such as Colin Comer of Colin’s Classic Auto in Milwaukee and market players such as Joe Bortz are fairly universal in the belief that collector car prices are off 15-20 percent in today’s market. Some restoration shop owners say that they are busier than they’ve ever been, but others say the opposite.

From all of the indications we have seen and all the comments we’ve heard, it appears the old-car parts niche is improving for 2012 and this trend will presumably filter down to other parts of the hobby. The hobby is changing in many ways, and the wise businessmen in it are getting more sophisticated as the market grows.

Sources mentioned

Kurt Kelsey
NOS Pontiac parts

automotive insulation products

Marx Parts
vintage gaskets

Kanter Auto Products
mechanical components

Al Suehring
ring gears

Classic Industries
restoration parts

Ron Kellogg
most tri-power units

Joe Bortz
vintage vehicle sales

Mid America Motorworks
Corvette and VW restoration parts

restoration equipment

Colin’s Classic Auto
vintage vehicle sales

Mustang Muscle in the Mid 70′s Trivia Question.

So we are going to cover the offering for 1975, but before I continue I have a question for everyone.

It’s often said that the Mustang II was just a Pinto with different sheet metal.  Is that true or false

I’ve got a free gift for the right detailed answer.

Post your answer on this blog.

Thanks for reading.


74 Pinto

74 Mustang

Hudson Cars….and Trucks?

You can learn something new every day.

I remember when I was a kid, spending hours (when I should have been wet sanding  primer or masking off a car) while working in my Dad’s body shop looking at the Chilton’s and other repair books, memorizing the front and rear configurations of each car – mostly the late 50’s and all of the 60’s.  In the early 70’s there were still plenty of the old ones around – especially in the depressed economies of up-state New York.  If they weren’t driving around you still saw them in the garages or on blocks in the backyards for sure, and often at the local stock car track.  It was always fun to be able to pick them out and know the model and year.

Still I run across one or two models that I never knew existed.  Even today with all the reading and all the online data, I don’t think I ever ran across a Hudson pickup truck.  Sure I’ve seen (and love) the Hornets and the Wasps, but a pickup?

Sure enough after reading the Aug ’12 issue of Hemming Classic Car there is a mention in an article (about a guy who ‘hoards” Hudson ) of a 1946 Hudson Carrier pickup (don’t know way the didn’t bother to show the  a picture – seems it ought to be rare enough).

So here are a couple of pics and some specs.  I have never actually seen one in person.

1946 Hudson Carrier Pickup

They came configure like this:

212 CC L-Head Inline 6-Cylinder Engine
Carter 2-Barrel Carburetor
102 BHP at 4,000 RPM
3-Speed Manual Gearbox with Column Shifter
4-Wheel Hydraulic Drum Brakes
Front Independent Suspension with Coil Springs
Semi-Floating Rear Axle

They have great lines, for a pickup!

I’d love to see one in person and take it for a quick spin.

Thanks for reading.


Mustang Muscle in the Mid 70’s

Are you still laughing at the title?   I know, but keep in mind in the Mid 70’s, after a couple of years of low powered 4 and 6 cylinders, the V8 returned to the Mustang!!!!  If nothing else it laid the ground for some of the best-selling and now very sought after Fox body ‘stangs. But we are going to discuss the cars before the Fox-body generation.

Model names like Ghia, 2+2, Mach 1, Cobra, Cobra II and King Cobra and cool stuff like T-Tops and front air dams and hood scoops.

It all started in 1974 when the Ford Mustang became the Mustang II and yes in some case you wouldn’t be able to pick them out of a pile of Pinto.  You all know the story…EPA, emissions, gas prices, etc.

I’ve mentioned that there was a Mustang II in the family, back in 1978, it was a 1974 Mustang Ghia the 4 cylinder version. It met its demise one evening when a Ford Econoline Van took out the rear end while it was parked (after it careened over VW parked behind the ‘stang.


So let’s take it year by year and cover the most “powerful” cars of 1974 to 1978.


The most powerful engine for 1974 was the V6.  This was an option for all models but standard for the Mach 1 for that year. (The Mach 1 was hatch back.)

The Mach 1 – Hatch Back


The Mach 1 was powered by 2.8 L – 171 cid, V6, 2bbl, 105 hp (‘Z’ code) – the biggest engine available for the Mustang II that year (the other was the option was the I-4 2.3 L – 140 cid, 2bbl, 88 hp (‘Y’ code).

Sales for 1974 worked out like this:

69F Hatchback: 74,799

69R Hatchback – Mach 1: 44,046

60F Coupe: 177,671

60H Coupe – Ghia: 89,477

Total Production: 385,993


Thanks for reading.