VAEer Richard Spitzer has a project on his hands with this 1960 Chevy Impala. 

This from Richard Spitzer…

When my dad told me he saw a 1960 Impala for sale, I had no clue what one looked like. 

Fins and a bubble top. What? I was 17 and driving a SAAB 99. I liked old cars, but had no idea what the models were back then. We drove over to Hyde Park to check it out. I was caught off guard a bit, it was big and turquoise! But we drove it around and it sold it-self. 

My friends rode in the car my last few years of High School at People Academy. Everyone liked it. Even my mom would borrow my car to run errands. 

I was jealous of the new 5.0 Mustangs and my buddy’s Camaros. So of course I tried flipping the air cleaner lid to make it sound powerful. I tried a big 4 barrel on the 283. No more power, but sounded great. I did get a dual exhaust system on it and some new Cragar Wheels and white letter tires. She rolled really good then. I would rev the car in first forever, then shift the Powerglide into high, and it would make a great exhaust note. It was big, heavy and slow. We even got stuck in the parking lot at the Stowe Car show. But with no seat belts, we could load it up with teenagers and cruise town in style. 

Those were the good days. When the front seat broke out of the floor and ended up in the back seat going up Quarry Hill, I new I had a rust problem. Bondo was falling off daily and the right front tire went 100 yards further than I did in Keene, NH. It was 1988, I was in the military and the Impala was pushed to the side. But soon misguided motivation and a side order of hair band music, led to the biggest mistakes many car guys make, and I disassembled the whole car. With the help of a few friends, the car was in pieces. I had the frame repaired, and the body was on its side in my garage while I repaired the floor. Pieces of that car are scattered from Enosburg to Jericho to Williston over six plus moves and I doubt I have all of them. I have miles of trailering and tons of wasted effort pushing it in and out of the garage, and now it still sits sadly waiting for repair. 

Bring in the new life, with a new wife, and a garage that makes most men jealous. I am just a few projects away from getting back on track with the Impala. I always say it has been more of a resurrection then restoration. It will move again under its own power. It is a little ugly right now. I am not a detailed body guy, just a mechanic. So hopefully there will be progress on this project each month. I am not sure yet what the car will look like in the end except the color, 1960 turquoise and a white top. I have kids that have never rode in it, so I hope to get the car done so everyone can enjoy it. See you on the road soon!! 

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A question for everyone……Which vehicle would you say is the one you would like? 

There was the Sedan, the Hard Top Sedan and the Hard Top Coupes. Along with the Convertible Couples and the Station Wagons. There were 2-door and 4-door variations and “Sport” packages. 

Engine choices were the 235 cu in “Blue Flame I6”, the 283 cu in “Turbo Fire V8”, and the 348 cu in “W-series Turbo Thrust V8”. A “Speedminder” was an option where the driver sets a needle at a specific speed and a buzzer would sound if the pre-set was exceeded. 

Right-hand drive cars were made in Oshawa, Ontario, Canada, for New Zealand, Australia, and South Africa. All the rest were built in Baltimore, Maryland, St. Louis, Missouri, South Gate, California. 

A two-door Hardtop Sport Coupe cost $2,597 in 1960, $19,425 in todays dollars. Regular gasoline in 1960 was $.31 per gallon, in today’s dollars that comes to $2.71 per gallon. The Impala with the 283 engine is reported to get 12MPG. 

So, yes, it will cost you more to drive a 1960 Chevrolet Impala, but there is no question which is more preferable. If you say the vehicle on the left, we need to talk. 

The Right Power for the Bigger Jobs

Wherever power is needed, the practical and careful man buys a McCormick-Deering 6HP engine to do his work. The 6HP engine has water-cooled cylinder head and belt pulley can be put on either side. 

I believe it was the 2006 Shelburne Vt car show where I first met Gael. I was involved setting up a display of my Galloway engine belted to a Papec Silage blower. 

I had no idea who this gentleman was that ventured into the display but we introduced ourselves to each other and struck up a conversation. He seemed quite mesmerized by the displays our club was beginning to get operational. As words unfolded, he mentioned he had a few of these engines. Of course as with any hobbyist my ears then really “perked up” with the prospect of a new find. As memory serves me, he did not know what or how many he had or at least that was what he was leading me to believe. 

Eventually, the fateful question was asked by Gael Boardman. “Would you be interested in getting a couple of them running?” Somehow my nature of: shoot first ask later, did not kick in. The more rational Dave, answered Gael, “maybe but I would like to see what they are and what you have in mind.” He answered with if you get one running then I will give you the other as payment. That inner voice said: how could I go wrong? To this day, I am still amazed I stuck with my first response that I would need to see the engines before making a commitment. 

Again, memory is fuzzy but I remember that it took until November for me to get to Underhill for my first preview. As many of you know, visiting Gael and his collection was not a quick venture. Maybe it was a teachable moment, that it is not about the trip but the journey. I was beginning to understand Gael’s love for so much of our past through his diverse collection. I viewed his air-cooled Same tractor, Army Truck, WW2 bulldozer, memorabilia of all sorts, and a Chevy Coupe with overheating issues which was really perplexing him. Each piece Gael seemed to know where it came from, and what it had done, how long he had owned it, and a justification of it. 

Eventually, we got to the two engines he had in mind he wanted me to work on. Both were larger than anything I had or laid a wrench to. One was a McCormick Deering 6 HP (pictured above). I knew that, as I owned the smaller 1 ½ and 3 HP models. The other I was unsure of, other than it had a Fairbanks Morse tag. Both pieces were very complete and original engines from the local area according to Gael. It sure seemed like a sweetheart deal. Again, it happened, reason over excitement. My response, Gael let me think about it and I will call you. 

Needless to say, I soon called back and said sure I will get both going and Gael you decide which one you keep. It was not until the following summer that I made the second Underhill trip to retrieve both engines. My thinking that the loading process would be simple, quick and somewhat effortless, proved to be flawed as no tractor or other powerful machine Gael possessed was used. I soon realized Gael has ancestors dating back to the pyramids as we moved both engines onto my trailer using pipe as rollers and a come-a-long all the while he was saying: work like the Egyptians. 

I decided to work on both engines simultaneously but really concentrate on the McCormick as it appeared the quicker of the two since the Fairbanks had a serious issue with rust. 

My employment journey had taken me to be an instructor/aid role at Hannaford Career Center in Middlebury. The perfect situation, a great place to work, students to help and teach basic engine operation and the detail needed to restore an 80 year old piece and the use of tools I do not possess. Although to complete the engine still required a bit of work, in reality a lot of work. Tasks included; complete disassembly of all components, magneto rebuild, gas tank replaced, igniter refurbished, rings unstuck from the piston, valves and seats refaced plus the springs replaced, fuel pump and lines replaced, mixer rebuilt and the governor repaired. As most of you know, projects tend to take on a life and direction of their own. I decided this project should not just be a “just get it running” one but, a complete restoration including repainting and a period correct horse drawn cart to mount and move the engine on. 

Finally in the spring of 2012, Gael got a call from me asking if he would enjoy being at Hannaford for startup day. I think you all know the answer and the smile Gael had when he heard the engine run for the first time since he owned it. Later that spring, the engine returned home to Underhill where it still resides. 

Thanks Gael. 

The IHC/McCormick Deering Type M gasoline engine was debuted in 1917 and built until 1937. All M engines were throttle governed and both low tension ignitor and high tension spark plug ignition systems were used. A unique feature of these engines was a completely enclosed, but dry crankcase. The crankshaft main bearings and rod were still greased by mechanical grease cups and the cylinder oiled by a drip oiler. All timing gears were inside, while the remaining parts, including the cam, were outside the crankcase. No oil was stored inside the engine. 

“Right Power for the Bigger Jobs” was IHC’s motto. 
It furnishes plenty of power for the hay baler, feed grinder, corn sheller, buzz saw, cane mill, deep well pump and other hard work. 

First there was the 9N, then the 2N and finally the 8N. Our history and the history of at least one of the 350,000 N-tractors made, have most likely crossed paths at some time 

When the idea of doing a story on the iconic Ford N tractors came to Wheel Tracks, the idea seemed great and the task seemed easy. Who does not have one of these tractors parked in their barn or retired to the stone wall, out back? We could find only two N-tractors, are they that scarce? 

Two N-tractors were found in our roster and one more revealed itself from the Wheel Tracks request in the April issue, which has resulted in two short stories. With our stay-at-home rules, the front page came from published pictures, Our photographer could not travel. 

A coincidence did happen! On Wheel Tracks dead-line day, when our man with a camera had to make a trip to the village. There on a deserted main street, was a live 8N. A gent from Hinesburg had just purchased it in Montgomery and was heading home. The poor little Ford, pictured here, seemed to struggle under the weight of its over-sized bucket burden. Hopefully, it was heading for a nice new life, in the big city! 

Al and Judy Faust, of Winterport, Maine are long time VAE members and started coming to our August show 40 years ago. They, along with some neighbors and friends, in their old cars, make their way to the Vermont show every year. 

One of the two N-tractors in our roster is Al’s, a 1948, 8N Ford. Al said it is a “working tractor”, not pretty but ready to go anytime day and night. Its main job is unusual, it is used mainly to mow orchards of Chestnut trees. Al is the chapter president of the “Maine American Chestnut Foundation” and that is why he purchased his 8N about 12 years ago from an Uncle Henry’s classified ad. The tractor has had a few repairs over the years, a change from 6 volts to 12 and an engine rebuild. Al has used a brush-hog in the orchards in the past and this year will be changing to flail-chopper, in the hopes of better getting through the narrow rows without causing damage to the trees. 

The picture here, found on the net, is a Chestnut orchard in Maine, that Al and his Ford might be mowing this summer. The foundation sells seedlings and is the go-to group for advice on how to start your own Chestnut orchard. Just type www.acf.org/me into your computer, and see the great work the Maine chapter is doing. 

The second Ford N tractor was found in Eden, Vermont. Ken Kelly has a 1952 8N that he purchased in Barre. It worked for him for 39 years until he semi-retired it 2 years ago. It raked, tilled, cut hay with its cutter bar, scraped with its back blade and brush-hogged faithfully over the years. Ken said he could think of only one task his 8N was not quite up to and that was bailing hay, but it tried. The bailer was just too heavy. 

Another tractor has taken over the duties of the 8N but Ken believes only one turn of the engine with the starter, and it would be ready to go back to work, any time. 

“I just really like Fords” was Dave Martin’s response to “Why a Ford?” 

Dave Martin is a retired carpenter and now has the extra time to work in his home shop in Newbury, Vermont. He is very close to finishing up a 1940 Ford Tuder that started out with a broken frame and seized engine. Maybe we will see his restoration at our next Waterbury Show in August. 

He has been involved with old vehicles since fishing his first car out of stream bed, back when he was in high school at Bradford High. His friend had a 1931 Pontiac and the friends parents were not very happy about their son driving it. When the friend rolled the Pontiac into a stream along the road, the parents said that was it. Dave then bought the car, as is, for $5.00. Dave and his Dad rolled the car back on its tires and pulled it home. He never registered the car for the highway but later made a doodlebug out of it. 

He found it for sale at a restoration shop just down the road from his home at Darlings Auto in South Ryegate. 

He added directional lights, rear shocks and did a bit of engine tuning before driving it the 45 miles to the Waterbury Show last August. As you can see, it is a beautiful car. 

The Ford Motor Company shut down its automobile production line in Detroit and at its assembly plants across the country early in February of 1942 to take on the war effort. In the three month period after the US entered WWII, due to the bombing of Pearl Harbor on December 7, 1941, a stockpile of cars was set aside for essential uses during the war; military staff car production continued. 

It would not be until three years later in July of 1945, and the war had ended, when the first 1946 Ford would roll off the production line ahead of its main competitor, Chevrolet. 

“There’s A Ford In Your Future”, the sales promo that Ford created, when WWll came to an end.  Ford had a number of left over 1942 body parts that went into 1946 Ford models.

Henry Ford II got the first postwar car into production, and the very first one — a white Super DeLuxe Tudor sedan assembled on July 3, 1945 — went to President Harry Truman. Alas, only 34,439 more were assembled during the 1945 calendar year. However, there was no end of problems with the War Production Board, which controlled output and material supplies, and the Office of Price Administration, which put many controls on the price of parts and cars. Henry Ford II claimed that he was losing $300 per car because he couldn’t achieve volume production, and indeed the company was hemorrhaging about $10 million per month at one point. 

The only notable mechanical change to the new 1946 Ford, from the 1942 model, was the adoption of the larger 239 c.i., 100 h.p. V-8 engine used in prewar Mercury and Ford trucks. The outward appearance of the revamped 1942 model, was essentially the same, except for a newly designed three-bar horizontal grille capped with a heavy tapered trim bar below the hood. In the rear, the deck lid received two added horizontal trim strips below the license plate. Roughly 450,000 of the new Fords were manufactured during the production run which ended part way through 1948. 

Some specs……. Rear-wheel drive, manual 3-speed on-the-column, V8 gasoline engine with displacement of 239.4 cui, advertised power:100 hp. Outside length: 196.2 in, width: 73.3 in, wheelbase: 114 in, 3370 lbs. estimated curb weight.  p speed:80 mph, fuel consumption average 18.7 mpg.