| 1936 Ford V-8 Standard Tudor Touring Sedan by Gilles Bachand |
__________________________________________________________________________________
Pictured-below is my very nice 1936 Ford Standard Tudor Touring (trunkback) Sedan. It's color is Washington Blue with a cream pinstripe. It rides on 5 Lester
wide whitewall tires 6.00 x 16 bought in 2003. The wheels were balanced. The frame and transmission serial numbers both are 18-2714155. I bought if from a
dealer in Chicago where it had been sitting for only a year after coming north from Florida. The former owner was an elderly gentleman (Mr. Sheldon Lake) who
had the car between 1988 and 2001. It now is in Montreal, Canada.
The engine is a 221 cubic inch V-8 of 85 HP and is of 1937-38 issue. A local Ford expert explained to me that, at the end of the thirties, it was common practice for
dealers to replace a 1936 block (which would have cracked during cold weather, for example) by a factory fresh 1937-38 block. Water pump configuration being
different on the latter, Ford issued them with diamond-shaped blocking plates. The original lower water inlets and engine mounts then bolted right on, as did the
21-stud cast-iron 1936 heads with their original water pumps (24-stud engines began in 1939). Because some early 1936 blocks were still fitted with poured
babbitt bearings, a 1937-38 block is much more desirable since it is always fitted with modern insert bearings, making engine rebuilding much less
troublesome.
Unable to determine if hardened valves and seats were part of the overhaul in the former owner's hands, I always took the precaution to use a lead substitute in
the gasoline. Likewise, not knowing if modern detergent oil was put in the engine right from the overhaul onwards, I took no chance and always used
non-detergent oil of 40 or 50 monograde, just as specified in the owners manual and changed it every 1,000 miles or end of driving season. Finally, in order that
modern additives not corrode yellow metal bushings and bearings, I've put specially formulated 140 wt oil in the transmission, differential and steering box.
The distributor is 1936. The carburetor is a Ford-Holley model #59 as used in 1946-1948. The fuel pump is not the 1936 model but the very common Ford issued
aftermarket model with glass fuel bowl. It was rebuilt in 2003. The generator is a 1940-1941 30 amp. model. The voltage regulator is 1939-1948. The starter was
rebuilt in 2002. The 6-volt battery dates from January 2004. A new auxiliary electric fan has recently been installed on the front of the radiator and behind the grill.
The radiator was re-cored with five staggered rows of tubes in 2003. The water pumps were rebuilt by the same occasion. A dual exhaust system had been
installed by the former owner. Because of space constraints, resonators were fitted as mufflers could not. Thus, the car had a deeper and, of course, more
powerfull sound. I did, however, re-fit an original type exhaust system but kept all the former hardware in case a subsequent owner prefers the dual-exhaust
system (Switch-over can be made in an afternoon at home). Engine starts without hesitation, runs very smoothly and doesn't smoke or burn oil at all. It has a
surprising amount of power for the thirties. I've driven the car at 55 to 60 miles an hour on the highway and it performs most pleasantly. Transmission shifts
smartly (and doesn't jump out of second gear as sometimes happens on some Fords of that period). Clutch doesn't show any sign of wear. The steering box has
been rebuilt in 2003. Nice, new and correct electrical wiring was installed by the former owner. A master cut-off switch was added under the dash in 2002.
The undercarriage is very, very clean and, along with suspension, brakes, steering linkages, was restored (along with all mechanical components including
engine) by the former owner. The mechanical brakes work amazingly well and the linings are almost unused. Four new wide white wall Lester tires were fitted in
the summer of 2003 and dynamically balanced for longer life. A screw type jack works well. Sealed beam headlights are concealed under the original bulbous
lenses. Flashers were installed using the original taillight assemblies + small supplementary bullet-lights fixed to the front bumper arms. Period 5-3/4 inch fog
lamps have been added in 2003. Although I've kept the yellow sealed beam, I've installed clear motorcycle sealed beams in the housings, which transformed
them into powerfull high and low driving lights.
Mechanically, everything is a pleasure to work on, so nice is its condition.
Although the paint is lustrous, it does have a lot of little imperfections due to two or three decades of sun and usage. In December 2003, both front fenders were
repainted becaused they were scratched from years of car shows and bending over them to reach the engine for maintenance. I went all over the body with a
small magnet and could not detect any putty anywhere. The sheetmetal seems never to have been in need of repair and is in most excellent condition. I have
disassembled the entire interior, trunk, doors, quarter panels as well as the top and treated every nook and cranny with POR-15 in order that the car never rusts
during my lifetime.
The seats seem to have been re-upholstered maybe 35 years ago. The driver seat is more tired than the others. The door upholstery panels are only a few years
old. The headliner and windlace were replaced in 2003. All gauges function well. In April 2004, the odometer read 87,875 miles (which amounts to an extremely
low 1,275 miles per year!). I've driven it 3,380 trouble-free miles since I purchased it in January 2002. There is a cockpit heater with a 3-speed fan. The vacuum
wiper was rebuilt in 2002. There is an AM-FM radio concealed in the glove compartment and its speaker and antenna are also concealed. The steering wheel
was replaced in 2003. The windshield cranks out. All the glass was replaced. All four side windows roll back an inch before starting to go down. Four sets of seat
belts installed in 2002.
This is a very solid, dependable, never rusted, never wrecked car, with very clean and confidence inspiring mechanical components. It is as nice underneath as
on top. Recently, a greyhound ornament has been added.
Interesting litterature:
1- Ford V-8 Service Bulletins Complete 1932-1937, 494 p.
2- Ford 1932-1936 Engine & Chassis Repair Manual (fuel, engine, clutch, ignition, carburetor, transmission, axles, brakes, steering, electrical, propeller, universals) 48 p.
3- Ford 1932-1948 Maintenance Manual, 64 p.
4- Rebuilding the Famous Ford Flathead, by Ron Bishop, 140 p.
5- Ford Repair Manual for Fuel Systems 1938-1948, 61 p.
6- Ford Service Handbook 1932-1941, 201 p. (not a reproduction document)
7- Ford Body Parts List 1935-1936, 77 p.
8- Ford Details and Specifications of the 1936 Model, 64 p.
9- Ford 1936 Owner's Manual, 32 p.
Pictured-below is my very nice 1936 Ford Standard Tudor Touring (trunkback) Sedan. It's color is Washington Blue with a cream pinstripe. It rides on 5 Lester
wide whitewall tires 6.00 x 16 bought in 2003. The wheels were balanced. The frame and transmission serial numbers both are 18-2714155. I bought if from a
dealer in Chicago where it had been sitting for only a year after coming north from Florida. The former owner was an elderly gentleman (Mr. Sheldon Lake) who
had the car between 1988 and 2001. It now is in Montreal, Canada.
The engine is a 221 cubic inch V-8 of 85 HP and is of 1937-38 issue. A local Ford expert explained to me that, at the end of the thirties, it was common practice for
dealers to replace a 1936 block (which would have cracked during cold weather, for example) by a factory fresh 1937-38 block. Water pump configuration being
different on the latter, Ford issued them with diamond-shaped blocking plates. The original lower water inlets and engine mounts then bolted right on, as did the
21-stud cast-iron 1936 heads with their original water pumps (24-stud engines began in 1939). Because some early 1936 blocks were still fitted with poured
babbitt bearings, a 1937-38 block is much more desirable since it is always fitted with modern insert bearings, making engine rebuilding much less
troublesome.
Unable to determine if hardened valves and seats were part of the overhaul in the former owner's hands, I always took the precaution to use a lead substitute in
the gasoline. Likewise, not knowing if modern detergent oil was put in the engine right from the overhaul onwards, I took no chance and always used
non-detergent oil of 40 or 50 monograde, just as specified in the owners manual and changed it every 1,000 miles or end of driving season. Finally, in order that
modern additives not corrode yellow metal bushings and bearings, I've put specially formulated 140 wt oil in the transmission, differential and steering box.
The distributor is 1936. The carburetor is a Ford-Holley model #59 as used in 1946-1948. The fuel pump is not the 1936 model but the very common Ford issued
aftermarket model with glass fuel bowl. It was rebuilt in 2003. The generator is a 1940-1941 30 amp. model. The voltage regulator is 1939-1948. The starter was
rebuilt in 2002. The 6-volt battery dates from January 2004. A new auxiliary electric fan has recently been installed on the front of the radiator and behind the grill.
The radiator was re-cored with five staggered rows of tubes in 2003. The water pumps were rebuilt by the same occasion. A dual exhaust system had been
installed by the former owner. Because of space constraints, resonators were fitted as mufflers could not. Thus, the car had a deeper and, of course, more
powerfull sound. I did, however, re-fit an original type exhaust system but kept all the former hardware in case a subsequent owner prefers the dual-exhaust
system (Switch-over can be made in an afternoon at home). Engine starts without hesitation, runs very smoothly and doesn't smoke or burn oil at all. It has a
surprising amount of power for the thirties. I've driven the car at 55 to 60 miles an hour on the highway and it performs most pleasantly. Transmission shifts
smartly (and doesn't jump out of second gear as sometimes happens on some Fords of that period). Clutch doesn't show any sign of wear. The steering box has
been rebuilt in 2003. Nice, new and correct electrical wiring was installed by the former owner. A master cut-off switch was added under the dash in 2002.
The undercarriage is very, very clean and, along with suspension, brakes, steering linkages, was restored (along with all mechanical components including
engine) by the former owner. The mechanical brakes work amazingly well and the linings are almost unused. Four new wide white wall Lester tires were fitted in
the summer of 2003 and dynamically balanced for longer life. A screw type jack works well. Sealed beam headlights are concealed under the original bulbous
lenses. Flashers were installed using the original taillight assemblies + small supplementary bullet-lights fixed to the front bumper arms. Period 5-3/4 inch fog
lamps have been added in 2003. Although I've kept the yellow sealed beam, I've installed clear motorcycle sealed beams in the housings, which transformed
them into powerfull high and low driving lights.
Mechanically, everything is a pleasure to work on, so nice is its condition.
Although the paint is lustrous, it does have a lot of little imperfections due to two or three decades of sun and usage. In December 2003, both front fenders were
repainted becaused they were scratched from years of car shows and bending over them to reach the engine for maintenance. I went all over the body with a
small magnet and could not detect any putty anywhere. The sheetmetal seems never to have been in need of repair and is in most excellent condition. I have
disassembled the entire interior, trunk, doors, quarter panels as well as the top and treated every nook and cranny with POR-15 in order that the car never rusts
during my lifetime.
The seats seem to have been re-upholstered maybe 35 years ago. The driver seat is more tired than the others. The door upholstery panels are only a few years
old. The headliner and windlace were replaced in 2003. All gauges function well. In April 2004, the odometer read 87,875 miles (which amounts to an extremely
low 1,275 miles per year!). I've driven it 3,380 trouble-free miles since I purchased it in January 2002. There is a cockpit heater with a 3-speed fan. The vacuum
wiper was rebuilt in 2002. There is an AM-FM radio concealed in the glove compartment and its speaker and antenna are also concealed. The steering wheel
was replaced in 2003. The windshield cranks out. All the glass was replaced. All four side windows roll back an inch before starting to go down. Four sets of seat
belts installed in 2002.
This is a very solid, dependable, never rusted, never wrecked car, with very clean and confidence inspiring mechanical components. It is as nice underneath as
on top. Recently, a greyhound ornament has been added.
Interesting litterature:
1- Ford V-8 Service Bulletins Complete 1932-1937, 494 p.
2- Ford 1932-1936 Engine & Chassis Repair Manual (fuel, engine, clutch, ignition, carburetor, transmission, axles, brakes, steering, electrical, propeller, universals) 48 p.
3- Ford 1932-1948 Maintenance Manual, 64 p.
4- Rebuilding the Famous Ford Flathead, by Ron Bishop, 140 p.
5- Ford Repair Manual for Fuel Systems 1938-1948, 61 p.
6- Ford Service Handbook 1932-1941, 201 p. (not a reproduction document)
7- Ford Body Parts List 1935-1936, 77 p.
8- Ford Details and Specifications of the 1936 Model, 64 p.
9- Ford 1936 Owner's Manual, 32 p.
__________________________________________________________________________________
C & G Early Ford Parts ( http://www.cgfordparts.com/ )
__________________________________________________________________________________
Kanter Auto Products - headliners ( http://www.kanter.com/ )
__________________________________________________________________________________
Mac's Auto Parts ( http://www.macsautoparts.com/ )
__________________________________________________________________________________
Mike Dennis ( http://www.fordoldpart.com/ )
__________________________________________________________________________________
Vintage Auto Parts ( http://www.vapinc.com/ ) Mechanical Brake Equalizer.
__________________________________________________________________________________
Classic Auto Lubes ( http://www.classicautolubes.com/ ) Special oils and greases for vintage cars.
__________________________________________________________________________________
Seat Belts ( http://www.andoauto.com/ )
__________________________________________________________________________________
Shock Absorbers ( http://www.applehydraulics.com/ )
__________________________________________________________________________________
Bob Drake Parts ( http://www.bobdrake.com/ )
__________________________________________________________________________________
Dick Spadaro Parts ( http://www.dickspadaro.com/ )
__________________________________________________________________________________
Nos Reproductions ( http://www.nosreproductions.com/ )
__________________________________________________________________________________
Carburator rebuilders ( http://www.vintagespeed.com/ ) ( http://www.carburetorservice.com/pricelist.html )
__________________________________________________________________________________
Obsolete Ford Parts ( http://www.ford-obsolete-parts.com/ )
__________________________________________________________________________________
Baxter Ford Parts ( http://hometown.aol.com/baxterford/ )
__________________________________________________________________________________
6-12 volts radio ( http://www.antiqueautomobileradio.com/power.htm )
__________________________________________________________________________________
6-12 volts general conversion ( http://vintagecars.about.com/library/weekly/aa051201a.htm )
__________________________________________________________________________________
Lots of stuff - rod ( http://www.carnut.com/vendors/ )
__________________________________________________________________________________
Early Ford Parts List Links ( http://roadsters.com/ford/ )
__________________________________________________________________________________
16 inch radial tires ( http://www.widewhitewalltires.com/specialty.htm )
__________________________________________________________________________________
Flathead parts ( http://www.tatom.com/tatom2.htm )
( http://www.reds-headers.com/ )
( http://www.speedwaymotors.com/ )
( http://www.flatheadjack.com/ )
__________________________________________________________________________________
6 or 12 volt bulbs ( http://www.bri-lux.com/company.htm )
__________________________________________________________________________________
Trico Vacuum motors ( http://www.Wiperman.com )
__________________________________________________________________________________
1932-1938 Ford Hydraulic Brake Conversion Kits ( http://www.earlyv8garage.qpg.com )
__________________________________________________________________________________
The most important Canadian parts supplier doesn't have a Website:
George Moir
#1 Boulder Boulevard
Stoney Plain, Alberta
T7Z 1V6
Tél: 780-963-7334
Fax: 780-963-6187
C & G Early Ford Parts ( http://www.cgfordparts.com/ )
__________________________________________________________________________________
Kanter Auto Products - headliners ( http://www.kanter.com/ )
__________________________________________________________________________________
Mac's Auto Parts ( http://www.macsautoparts.com/ )
__________________________________________________________________________________
Mike Dennis ( http://www.fordoldpart.com/ )
__________________________________________________________________________________
Vintage Auto Parts ( http://www.vapinc.com/ ) Mechanical Brake Equalizer.
__________________________________________________________________________________
Classic Auto Lubes ( http://www.classicautolubes.com/ ) Special oils and greases for vintage cars.
__________________________________________________________________________________
Seat Belts ( http://www.andoauto.com/ )
__________________________________________________________________________________
Shock Absorbers ( http://www.applehydraulics.com/ )
__________________________________________________________________________________
Bob Drake Parts ( http://www.bobdrake.com/ )
__________________________________________________________________________________
Dick Spadaro Parts ( http://www.dickspadaro.com/ )
__________________________________________________________________________________
Nos Reproductions ( http://www.nosreproductions.com/ )
__________________________________________________________________________________
Carburator rebuilders ( http://www.vintagespeed.com/ ) ( http://www.carburetorservice.com/pricelist.html )
__________________________________________________________________________________
Obsolete Ford Parts ( http://www.ford-obsolete-parts.com/ )
__________________________________________________________________________________
Baxter Ford Parts ( http://hometown.aol.com/baxterford/ )
__________________________________________________________________________________
6-12 volts radio ( http://www.antiqueautomobileradio.com/power.htm )
__________________________________________________________________________________
6-12 volts general conversion ( http://vintagecars.about.com/library/weekly/aa051201a.htm )
__________________________________________________________________________________
Lots of stuff - rod ( http://www.carnut.com/vendors/ )
__________________________________________________________________________________
Early Ford Parts List Links ( http://roadsters.com/ford/ )
__________________________________________________________________________________
16 inch radial tires ( http://www.widewhitewalltires.com/specialty.htm )
__________________________________________________________________________________
Flathead parts ( http://www.tatom.com/tatom2.htm )
( http://www.reds-headers.com/ )
( http://www.speedwaymotors.com/ )
( http://www.flatheadjack.com/ )
__________________________________________________________________________________
6 or 12 volt bulbs ( http://www.bri-lux.com/company.htm )
__________________________________________________________________________________
Trico Vacuum motors ( http://www.Wiperman.com )
__________________________________________________________________________________
1932-1938 Ford Hydraulic Brake Conversion Kits ( http://www.earlyv8garage.qpg.com )
__________________________________________________________________________________
The most important Canadian parts supplier doesn't have a Website:
George Moir
#1 Boulder Boulevard
Stoney Plain, Alberta
T7Z 1V6
Tél: 780-963-7334
Fax: 780-963-6187
After his legendary Model Ts and Model As, Henry Ford is a winner for a third time in a row with the launching of an entirely new series of automobiles which will
once again leave a profound imprint in automotive history: the first generation V-8s (1932 to 1953).
Their success is immediate and will perpetuate itself through the years, as much with the purists as with the hot-rodders, the latter causing untold devastation to
the gems of the serie: 1932, 1933-34, 1936, 1940.
But who can blame their barbaric enthusiasm for this magnificent flathead V-8 which whisks citizens, gangsters and policemen* at speeds up till now out of reach
of the common plebean? One of the reasons for its sparkling performances and longevity is its pressure lubricating system.
Ford had issued the order to produce a V-8 in response to Chevolet's introduction of its 6 cylinder in 1929. This V-8 will be Ford's trump card all through the thirties.
However, some design shortcomings will affect the earliest V-8s:
1- Water pumps were located on the heads and sucked the hot water (when it wasn't just steam) out of the block to the radiator. This was corrected in 1937 when
the pumps were placed lower on the block and injected the cold water from the radiator into the block.
2- The fuel pump was located very close to the top of the block and this rendered it susceptible to vapor lock in very hot weather. This will be resolved only after the
war.
3- The coil's very warm location between the radiator and the block caused it to loose effectiveness, particularly when re-starting the car on a hot day.
Henry absolutely insisted that the braking system remain mechanically actuated even though the competition had universally adopted hydraulics systems. He
was distrustful of hydraulics, one little leak being able to cause the entire system to fail. «But have you ever heard about four mechanical brake rods snapping at
once?» he shot back. He will relent only in 1939. Today, it's understandable to be timid about the effectiveness of this archaic assembly of levers and rods,
specially when asked to stop such a fast and heavy automobile. But let me tell you how surprizingly and perfectly effective it is when correctly adjusted!
Another anachronism which will disappear only in 1949, long after the competition had abandonned this system, are the solid front and rear axles, connected to
the body by transversal springs, as were the Model Ts.
Cylinder displacement remained at 221 cubic inches throughout the thirties, but horsepower will climb from 65 hp (1932) to 75 hp (1933) to 85 hp (1934). Top
speed will stabilize around 86 mph.
The 1936 vintage shares a great deal of structural, mechanical and body elements with the 1935 model. However, we note the disappearance of the elegant wire
wheel which is replaced by an almost solid artillery wheel. The most apparent difference between these two years can be found in the grill. Whereas in 1935 Ford
still uses some old style angular features on that new rounder body, the 1936 model has a much more homogenous profile. It is also the last year for
free-standing headlights as well as for the soft top insert on closed bodied cars.
Out of its 32 American and 3 Canadian assembly plants, Ford offers 16 body styles for 1936. The Sedan could be bought with or without an integrated trunk, the
owner of a Coupe had the choice between a rumble seat or a trunk, the Roadster and Phaeton were still available, to which were added a very practical 2 or 4
passenger Cabriolet and a Convertible Sedan.
It was the first year where the crankshaft turned on replaceable bearings rather than on babitts.
The transmission was a three speed affair, the latter two being synchronized.
Contrary to the majority of his competition, Ford no longer uses structural wood in his bodies. A noteworthy feature is the ability to make the side windows roll back
an inch before they start on their downward trip, thus allowing ventilation without the need for small side vent windows. In this same preoccupation for ventilation,
the windshield still can be cranked out.
Price varies from $510 to $780 US. Weight is not very high and ranges between 2616 and 2892 pounds. The car still has the same width as the Model A but is a
foot longer. Tires are 600 x 16. American production reaches 933,963 units, 52% of them being the Tudor Sedan. The Roadster is the rarest model, being
produced in less than 4,000 copies.
Wheelbase: 112 inches
Front track: 55½ inches
Rear track: 58¼ inches
Overall length of the Sedan: 185 inches
1936 is the last year where the Deluxe and Standard designations only entail minor cosmetical differences. Indeed, starting in 1937, a smaller 136 cid and 60 hp
V-8 makes its debut in bottom of the range models. Furthermore, from 1938 to 1940, Standard models will recycle some styling features of the preceeding year's
Deluxe models.
_______
* As illustrated in the following letter written by Clyde Barrow (Bonnie & Clyde) to Henry Ford on April 10 1934, six weeks before being gunned down in Louisiana at
the wheel of a stolen 1934 Ford:
«Mr. Henry Ford
Detroit, Mich.
Dear Sir:
While I still have got breath in my lungs I will tell you what a dandy car you make. I have drove Fords exclusively when I could get away with one. For sustained
speed and freedom from trouble the Ford has got every other car skinned, and even if my business hasent been strickly legal it don't hurt enything to tell you what
a fine car you got in the V8.
Yours truly
Clyde Champion Barrow, esq.
once again leave a profound imprint in automotive history: the first generation V-8s (1932 to 1953).
Their success is immediate and will perpetuate itself through the years, as much with the purists as with the hot-rodders, the latter causing untold devastation to
the gems of the serie: 1932, 1933-34, 1936, 1940.
But who can blame their barbaric enthusiasm for this magnificent flathead V-8 which whisks citizens, gangsters and policemen* at speeds up till now out of reach
of the common plebean? One of the reasons for its sparkling performances and longevity is its pressure lubricating system.
Ford had issued the order to produce a V-8 in response to Chevolet's introduction of its 6 cylinder in 1929. This V-8 will be Ford's trump card all through the thirties.
However, some design shortcomings will affect the earliest V-8s:
1- Water pumps were located on the heads and sucked the hot water (when it wasn't just steam) out of the block to the radiator. This was corrected in 1937 when
the pumps were placed lower on the block and injected the cold water from the radiator into the block.
2- The fuel pump was located very close to the top of the block and this rendered it susceptible to vapor lock in very hot weather. This will be resolved only after the
war.
3- The coil's very warm location between the radiator and the block caused it to loose effectiveness, particularly when re-starting the car on a hot day.
Henry absolutely insisted that the braking system remain mechanically actuated even though the competition had universally adopted hydraulics systems. He
was distrustful of hydraulics, one little leak being able to cause the entire system to fail. «But have you ever heard about four mechanical brake rods snapping at
once?» he shot back. He will relent only in 1939. Today, it's understandable to be timid about the effectiveness of this archaic assembly of levers and rods,
specially when asked to stop such a fast and heavy automobile. But let me tell you how surprizingly and perfectly effective it is when correctly adjusted!
Another anachronism which will disappear only in 1949, long after the competition had abandonned this system, are the solid front and rear axles, connected to
the body by transversal springs, as were the Model Ts.
Cylinder displacement remained at 221 cubic inches throughout the thirties, but horsepower will climb from 65 hp (1932) to 75 hp (1933) to 85 hp (1934). Top
speed will stabilize around 86 mph.
The 1936 vintage shares a great deal of structural, mechanical and body elements with the 1935 model. However, we note the disappearance of the elegant wire
wheel which is replaced by an almost solid artillery wheel. The most apparent difference between these two years can be found in the grill. Whereas in 1935 Ford
still uses some old style angular features on that new rounder body, the 1936 model has a much more homogenous profile. It is also the last year for
free-standing headlights as well as for the soft top insert on closed bodied cars.
Out of its 32 American and 3 Canadian assembly plants, Ford offers 16 body styles for 1936. The Sedan could be bought with or without an integrated trunk, the
owner of a Coupe had the choice between a rumble seat or a trunk, the Roadster and Phaeton were still available, to which were added a very practical 2 or 4
passenger Cabriolet and a Convertible Sedan.
It was the first year where the crankshaft turned on replaceable bearings rather than on babitts.
The transmission was a three speed affair, the latter two being synchronized.
Contrary to the majority of his competition, Ford no longer uses structural wood in his bodies. A noteworthy feature is the ability to make the side windows roll back
an inch before they start on their downward trip, thus allowing ventilation without the need for small side vent windows. In this same preoccupation for ventilation,
the windshield still can be cranked out.
Price varies from $510 to $780 US. Weight is not very high and ranges between 2616 and 2892 pounds. The car still has the same width as the Model A but is a
foot longer. Tires are 600 x 16. American production reaches 933,963 units, 52% of them being the Tudor Sedan. The Roadster is the rarest model, being
produced in less than 4,000 copies.
Wheelbase: 112 inches
Front track: 55½ inches
Rear track: 58¼ inches
Overall length of the Sedan: 185 inches
1936 is the last year where the Deluxe and Standard designations only entail minor cosmetical differences. Indeed, starting in 1937, a smaller 136 cid and 60 hp
V-8 makes its debut in bottom of the range models. Furthermore, from 1938 to 1940, Standard models will recycle some styling features of the preceeding year's
Deluxe models.
_______
* As illustrated in the following letter written by Clyde Barrow (Bonnie & Clyde) to Henry Ford on April 10 1934, six weeks before being gunned down in Louisiana at
the wheel of a stolen 1934 Ford:
«Mr. Henry Ford
Detroit, Mich.
Dear Sir:
While I still have got breath in my lungs I will tell you what a dandy car you make. I have drove Fords exclusively when I could get away with one. For sustained
speed and freedom from trouble the Ford has got every other car skinned, and even if my business hasent been strickly legal it don't hurt enything to tell you what
a fine car you got in the V8.
Yours truly
Clyde Champion Barrow, esq.
LINKS OF INTEREST TO OWNERS OF 1936 FORDs
Early Ford V-8 Club of America ( http://www.earlyfordv8.org/ )
____________________________________________________________________
Pittsburgh Chapter of the Early Ford V-8 Club of America
( http://clubs.hemmings.com/pittsburghflatheadv8/ )
____________________________________________________________________
Those Fabulous Flatheads ( http://www.flatheads.net/forum.html )
____________________________________________________________________
World Wide FoMoCo Clubs Listing ( http://www.fomoco-clubs.org/index_en.html )
____________________________________________________________________
National Ford Tools Collectors ( http://fordtoolcollector.org/ )
____________________________________________________________________
Wood for Fords ( http://www.fordwood.com/ )
____________________________________________________________________
Little Dearborn Parts ( http://www.littledearborn.com/ )
____________________________________________________________________
Dennis Carpenter Reproduction Parts ( http://www.dennis-carpenter.com/ )
____________________________________________________________________
Early Ford V-8 Sales ( http://www.earlyford.com/ )
____________________________________________________________________
LeBaron Bonney ( http://www.lebaronbonney.com/
Early Ford V-8 Club of America ( http://www.earlyfordv8.org/ )
____________________________________________________________________
Pittsburgh Chapter of the Early Ford V-8 Club of America
( http://clubs.hemmings.com/pittsburghflatheadv8/ )
____________________________________________________________________
Those Fabulous Flatheads ( http://www.flatheads.net/forum.html )
____________________________________________________________________
World Wide FoMoCo Clubs Listing ( http://www.fomoco-clubs.org/index_en.html )
____________________________________________________________________
National Ford Tools Collectors ( http://fordtoolcollector.org/ )
____________________________________________________________________
Wood for Fords ( http://www.fordwood.com/ )
____________________________________________________________________
Little Dearborn Parts ( http://www.littledearborn.com/ )
____________________________________________________________________
Dennis Carpenter Reproduction Parts ( http://www.dennis-carpenter.com/ )
____________________________________________________________________
Early Ford V-8 Sales ( http://www.earlyford.com/ )
____________________________________________________________________
LeBaron Bonney ( http://www.lebaronbonney.com/
| Upholstery Tag identifying assembly line. |