Receipt for B-Ford. Ref 1
Receipt for B-Ford. Ref 1

..about my Ford 32 Roadster
the buying
Link to main site Swedish version

Update
2019-09-25

©Copyright
Björn Bellander

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Racing cars are like chocolate or even better like suction cookies. You suck and suck till all the best are gone. That means you throw away the envelope paper. One difference with cars are that you can get some money from the old cow. Usually not so much worth. The racing carrier has no feeling for that old mate who helped you so bravely round the racing tracks. Just like an old cow, which cannot produce enough with milk. It should be slaughtered. It is not until after years, that the old owner understands that this nice car should been preserved.  My old Ferrari for instance is today (2006) priced, it is true though renovated, for over $1.5 million. But ... without the money that the old cow got me I couldn't get the next one.
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From the very first beginning it was a Fiat 600 1956 in order to take me to school in Strängnäs and later to Revingehed when I made my first 3 months in service.
1959 I bought a Ford 34 cab. from F Westberg at Lidingö
priced at 800 Skr.

Receipt Ford 34 Cab. Ref 1
Receipt Ford 34 Cab. Ref 1
But it showed up to be so bad that it was scraped. Same year, 1959 25/7, I came over, with the help of my brother, a 32 Ford Roadster in Hudiksvall from Jan-Erik Eriksson for 1200 Skr. This car was renovated, with parts from Kasby 1, 2, 3, 4, and used for a racing driver course at Karlskoga 1961 and for race driving at Skarpnäck, later for going to Skillingaryd, military training camp, for my service. It
Ford 32 in Skillingaryd. Ref 1
Ford 32 in Skillingaryd. Ref 1
was sold to a lorry driver in Stockholm who at once broke the rear axle pinion.
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A late evening, I was already in bed sleeping, my brother Jan came home from a junk searching journey together with Lennart Djurberg. He woke me up and said "Now we have found your 32 Roadster. When are we going to fetch it"? Now at once was my immediate answer. Okay, okay we wait till tomorrow. Well it didn't happen tomorrow but a week later.

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B-Ford. 1. Ref 1
B-Ford. 1. Ref 1

Ford 32 Roadster
fetching and renovation 1

Olds engine. Ref 1
Olds engine. Ref 1

We went up to Hudiksvall in north of Sweden and met the owner of this fabulous car. We are me and Jan. After a rather short discussion in which I was ordered to keep silence, as I was going to be the coming owner couldn't think clearly and was willing to pay any sum. Price became 1200 Skr. the car was drivable and had a 85 hp Ford V8. The engine was welded in place. It was newly painted in white artificial resin color. The owner couldn't keep his mouth shut and told us that he had bought it for 300 Skr. We brought the car to the railway station where by coincidence an empty wagon was waiting for cargo. At that time we hade to load  by ourselves. It became quite difficult because we had no tools. But after some time it was clear and this wagon should arrive to North Cargo station in Stockholm. It was a thrilling waiting. It came on Saturday and was not able to unload until Monday, but I was there and had a look on Sunday. On Monday I was at work and Jan did collected it.
Buick -47 steering wheel. Ref 1
Buick -47 steering wheel. Ref 1
Everything was planned. It had to be a V8. Hydraulic brakes. A yummy steering wheel and rev counter.
We laughed a little hysterical when the 59 AB engine was tore down. It was totally "worthless" and disappeared out of my life. Then we started to dismantle the body, frame and rear end. A careful weld mending of all cracks and drilled holes that wouldn't be used was done. There was no rust at all. In the frame I fitted a V strengthening two frame parts from the 34 car, angled to the rear. Just like in the 34 Ford frame. These were bolted for the reason if I had to change something. I also changed to A-Ford frame front spring cross member, because it is lower than B Ford. All was sand blasted and was painted with zink chromat, before  lacquering.  At that time the new 2 component color for the frame did not exist. The frame was painted with black cellulose. This type of paint was the only a garage  painter could use.

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B-Ford pic. 2. Ref 1
B-Ford pic. 2. Ref 1

Ford 32 Roadster
Renovation 2

Idrottsbladet. Ref 9
Idrottsbladet. Ref 9

Ford 47 brakes fit directly. What was taken a little time was mounting of brake oil
Ford 47. Body giver. Ref 1
Ford 47. Part giver. Ref 1
pipes and mounting of head brake cylinder. Also the pedal system demanded rework in order for the lever to reach the brake cylinder pressure bar. This never become really good and I got to high pedal pressure. Therefore I mounted a Bendix vacuum helper for braking. This made the situation much better. Well, when the pedal pressure had reach the Bendix max available pressure it was just the same anyway. In the brake shields front part I drilled a lot of holes and welded a scoop in order to direct cooling air into the brake drum. A primitive grating was welded by weld sticks. The brake shoes were glued and riveted with Mintex M10. Ford clutch was reinforced with stronger spiral springs, blue if I am not wrong. Also the weights, that press the pressure plate, were sawed away. At high revs I knew that it was impossible to declutch. This happened in all cases when one had revved engine to maximum and the second gear was to put be in. It was just to wait till the engine rev was sufficient. In rear end 3.78:1 pinion mounted and the gearbox got 25 tooth bottom from Lincoln Zephyr. This and a yummy steering wheel from Buick 47, which we found at a junkyard in Örebro. In that place we were going and and kicking in the grass until something hard made a stop. Usually it was a rear end or a gearbox. The gearbox lock was changed to a straight one. The gear lever was cut and a knob from a Scania Vabis lorry was screwed on. The bumpers were chromed and also its fasteners. By the way I have still two left in the box where all kinds of screws were thrown. The cooler was left for renovation.

Receipt  1 from  Bomar. Ref 1
Receipt 1 from Bomar. Ref 1
We had started to order parts from Bomar Racing, 1, 2, 3, 4, read Kasby,
Receipt for Olds engine. Ref 1
Receipt for Olds engine. Ref 1
after an Oldsmobile V8 1954 had been bought. It had to be renovated and a new balance wheel when all Olds had automat gearboxes. The renovation was not done at this occasion. Camshaft and boring was done later. On this engine a 3 carburator top from Edelbrock with Strombergs, linkage, new balance wheel, adapter for gearbox and also adapter for exhaust pipes. Also a rework kit of mechanical lifters. Original exhaust casting could not get space and was never a question. We sawed a lot of pipe angles, welded and had lot of works and at last we had 2 really nice pipes. Then the exhausts were mounted backward and over the rear end and were end up with 2 Thydén mufflers. These mufflers were good because it was easy to take out the damping elements and I had straight pipes.

Next Former LastB-Ford pic. 3. Ref 1

B-Ford racing at Skarpnack. Ref 1
B-Ford racing at Skarpnack. Ref 1

Ford 32 Roadster
Renovation 3

B-Ford pic. 3. Ref 1
B-Ford pic. 3. Ref 1

But first it's about the body. It was sandblasted and painted green. Inside seats and backseat were reconditioned. The folding top was made at Håkansson
Folding top fastening. Ref 1
Folding top fastening. Ref 1
Saddler in south of Stockholm. The front end of folding was a wooden fastening for the windscreen and folding material. It was badly rotten. I found a small joiner in Stockholm just downhill the Vanadis park. They made a new one after my rotten piece. Even today I feel ashamed when I complained for the high price 150 Skr. Later I realized that this was not a straight piece of wood. It was worked up in 3 dimensions. Excuse me. The seating was by a saddler man at Tyresö. He reworked it as if it was a sofa.

Now the first difficulties started. It showed up that the engine was to long and I had no space behind cooler. I used original rear gearbox upright. It was about 1 inches missing behind cooler. The axle of the waterpump was shortened and the fastening of belt pulley was put on again. The same shortening was done for the pulley on crankshaft. The new balance wheel I had bought was bad drilled because it didn't fit on crankshaft. That is almost. If I pressed and found out the best holes I managed to have the bolts taking threads. American  precision! This was no good. It was shown later. Now remember that this was 1959. The V support to the front end opened up for the oil pan. It was fastened in the frame with p-ends. Oil pan got some plates welded in order to have oil in place for pump. I was going to drive racing. At the same time I mounted a dropped axle 2½" and changed the front frame cross member to a A Ford one. Dropped axle and the A Ford cross member demand that we hade to change caster angle. An angled part was sawn out of respective part of the V support and welded together. That's all. What I didn't changed was the spring shackle. They were quickly worn out. That was more difficult to put right.

Blau Punkt carradio. Ref 1
Blaupunkt carradio. Ref 1
I worked with the instrument panel much. Here I mounted the instruments from Buick 47. They were handsome. Also a rev counter from a Austin Atlantic. This counter had almost same color and I found it very handsome. It never had a good function for the input came from backside alternator and the revolution speed was to high. I could not tighten the spring in the counter enough. It was cool as the say today. A Blau Punkt car radio was nicely mounted to the
Buick steering wheel 1947. Ref 1
Buick steering wheel 1947. Ref 1
right. All electical cabels had to be new. Plastic cable was not yet invented. Very nice with different colors. Behind drivers seat I mounted the Bendix vacuum aggregate for the brakes.
 
Windshield wiper motor. Ref 1
Windshield wiper motor. Ref 1
A handsome box was made and in it I put a paper with some data about the car. Battery was mounted behind passenger's seat. Windshield lowered one matchbox, long side, and was painted black. The small wind screen wiper got a new vacuum motor after the wiper blade had been shortened. It was nice to hear when the wiper changed direction, a typical air valve sound.

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B-Ford pic. 4. Ref 1
B-Ford pic. 4. Ref 1

Ford 32 Roadster
renovation 4

B-Ford, pic. 5. Ref 1
B-Ford, pic. 5. Ref 1
Rear end got an additional panhard bar because I counted with extra side
Running board. Ref 1
Running board. Ref 1
loads. It had a good function as long as I owned the car. Rear spring was dismantled and reforged. This firm is situated in north of Stockholm and it is still
Blinkers/Parking lamp. Ref 1
Blinkers/Parking lamp. Ref 1
Instrument knobs. Ref 1
Instrument knobs. Ref 1
there.

Running boards were glued with new rubber from Kuntze. All body parts was painted separately and mounted with lists that had black edge. Very nice looking. Then I mounted the steering wheel, starter button and choke. The last button came from a Graham Paige which we scrapped. What nuts we were. Ignition lock and key kept original.

B-Ford has 2 nice parking lamps placed just in front of windshield. In those I had determined to mount parking light and blinkers. This  called for a 7 pole breaker. The breaker was not nice and the design didn't fit among the other instruments. But nothing to do. I also made an electric coupling to flash headlamps with horn ring in steering wheel. Now it was getting time for approval.
At this time it had to be done at a car checking station in Midsommerkrans Stockholm. For this there was several months long cue. But I had heard that one could get an extra place if they had time. For this I hade to put up in cue the day before for an eventual place afternoon next day. This cue was fully informal and a paper was put on a stone outside. This list was accepted by the approvals. I was second. Then started a long waiting. I don't remember that we in cue ever talked to each other. For this adventure I wrote an article in SHRA-club paper during the 90th. They couldn't help with a copy.

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Race at Skarpnack. Ref 1
Race at Skarpnack. Ref 1

Ford 32 Roadster
approval

Race at Skarpnack. Ref 1
Race at Skarpnack. Ref 1

This will be a new remembering.
Next day in the afternoon, weather was beautiful sun was shining and I felt terribly tired. A beginning headache growling. It was because of no food and no toilet. My number. How I was noticed of it I don't remember and I drove into the hall. Then the hood opened and the inspection man, a young one but experienced, shouted "What the hell see here", when he saw my 3 carburator engine. He was, I suppose, a little impressed because he was not silly against me. The thing with trimming and brakes, I had heard so much about. Then it was the ID number. On a B-Ford there is a frame number punched under left front fender. Impossible to see. I had punched it on the firewall to engine. Silly enough I told him. It was almost everything had stopped with that. I was lucky he accepted my explanation. Other controlling stations was accepted, about body and chassis. Headlamp light was not so good, just as the light picture, but okay it was an old car. He was not happy with my pedal pressure, but could not understand way. The car was almost ready, what was left a trial drive and emergency brake. A car must be able to lock tires. O my Good. Left head lamp nut lost and the lamp got out of position. "Well you understand this must be another visit", he said. Well, well I moaned, but was glad anyway. Nothing serious. I went away to the nearest petrol station which could handle light adjustment. Fasten the headlamp and went back to my inspector. It was okay. Now the trial drive and emergency brake. What happen, the brake head cylinder starts to bleed. Common for these kind of old cylinders. I had extra brake fluid, but it was difficult to fill up. In hard situations a man can handle everything and he could make his braking with me and my heart high up, locking the wheels. The lever took the force thank God. My man seemed to be glad to get rid of me. Then I drove to the nearest sausage bar and went home carefully. One shall never be too proud at this kind of opportunities. My bed was waiting for my deep sleep.
Life could begin.

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This happened to me but on a front wheel. Ref 1
This kind happened to me but on a front wheel. Ref 1

Ford 32 Roadster
race and trim engine

Receipt for my Roadster. Ref 1
Receipt for my Roadster. Ref 1

Now it was spring 1960. Jan and I had close contact with Lennart Djurberg. He had already a finished Roadster. Also the Lundgren brothers, one living at Lidingö had a cab and a guy we called "professor". I should drive away from Lennart. At an occasion in the spring we met to see which car had the fastest acceleration and best rev. The place was the northern way out of Stockholm called Uppsala road. It was in the evening. The air was cool and humid. We started at the slip road to the Copper tents. Then it was full ahead up the hill. I was forced by Lennart to take the outer file. At that time it was single road, but rather broad. We were lying side by side all the time and none could say that he was the better one. Sorry to say I got a meeting car and was obliged to drive in behind Lennart. He was overwhelmed over his victory and talk even today over his victory and how his 59AB was faster. Maybe it is that way. With his well trimmed and balanced engine, he could have had more revs than I had in my standard Olds. Who knows. There was never any new meeting. Then I got my Olds trimmed. Lennart may be a little unsure anyway.
After this driving and some with girls in the backseat, it started to chirp in left back valve lifter. It was an oil channel which was blocked. Now it was time for renovation and trimming of engine. Drilling, pistons, rings, camshaft and bearings The engine was left to Nacka Motor Renovation and was drilled as much as possible. It was balanced including lightened balance wheel. During this time I grounded the inlet channels of the heads, changed valve gear and grounded the valves. I got the ready mounted casting back, screwed on surround parts, then down in the car. In order to do something extra I had cooling stripes on the upper side of the bonnet at fridge factory. Very cool. Now it was horsepower in engine. So it was.

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  Bjorn Atterberg starter at course.To the left Jan Bellander Ford 31 Roadster, to the right Sven Karlsson Ensked with his Ford Special V8. Ref 1
Bjorn Atterberg starter at course. To the left Jan Bellander Ford 31 Roadster, to the right Sven Karlsson Enskede with his Ford Special V8. Ref 1

Ford 32 Roadster
driving

   Course race. Ref 1
Course race. Ref 1
Now the time at Skarpnäck started. We were both members of KAK/U and Stockholm Sport Car Club. These clubs rented Skarpnäck at the same time. We raced in both. Our cars were the fastest because the placement of start were decided in an acceleration trial. I was always the fastest. Not even the Porsche cars could
Result list at Skarpnack 1962. Ref 1
Result list at Skarpnack 1962. Ref 1
take us. In the hairpin it was always a Roadster. Then it was another thing who took the goal flag, but normally we won when no Porsche S90 or Lotus Elite were there. It was a wonderful time. After race we drove home in beautiful warm weather as kings of the road. Get away all dummy standards. Okay it was not always good times. Once I came into the hairpin braked hard turned and lost my front tire. The bolts went through the spoke wheel.
Resultlist broken rim 1962. Ref 1
Resultlist broken rim 1962. Ref 1

A common thing. Later I realized that my brakes had burned. From my new Mintex it became heavy jerks in my front tires. After this I was always extra careful when I had mounted new brake linings. My old original tires were worn out. The best I could get were Fulda, with largest dimension that my rims could take. Sorry to say I had to go for military service in Jönköping from the 1/6 1960, but totally it was a good year. Som more about the start grid picture up left. To the right Jan Bellander with Ford 31 Roadster, to the right Sven Flärvall with his Nordic Special Standard Ford V8. This car also raced 1948 at Skarpnäck when Prins Bira got the winn after one years protest. The driver was Sven Karlsson from Enskede. May these two Sven are the same persons.


It is just like some time is missing, because I was in Jönköping for 12 months. I had done three 1958 at Revingehed. 1960 disappeared just like everything till August 1961 when my service was ended. Time just run away. To Jönköping I drove with my Roadster several times. I tried a Lincoln gearbox with overdrive, then I put back the normal one. I don't know how I had time but the drive shaft had to be shortened for the Lincoln gearbox. But nevertheless one cannot remember everything.


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Lotus 15 test tour. Clikc for video 2.9 mb. Ref 1
Lotus 15 test tour. Clikc for video 2.9 mb. Ref 1

Ford 32 Roadster
drivers course, new cars

MG Midget 1962. Karlskoga. Ref 1
MG Midget 1962. Karlskoga. Ref 1
1961 in oktober was an important year. We were announced for a racing course at Gelleråsen Karlskoga. It was the Racing drivers Club that had organized it. There were such remarkable people like Joakim Bonnier, Charlie Lomander, Björn Atterberg and Bo Elmhorn. They were our teachers. We drove there with our Roadsters. On Saturday we had theory part till late in the evening at Karlskoga Town Hotel with the following dinner. It became rather late. Day after we went out to the race track. On my car the balance wheel had cut the bolts and my clutch wheel was loose. It was not possible to drive the car. For teaching driving Björn Atterberg had his Daimler SP 250. Then I borrowed Jan's Roadster for my training. I passed the examination although I had not been in the final race.
I don't remember how we got the car home, but it must have been some sort of transport. Now I had to do something about the balance wheel. This was the second time. Something real proper. I drilled a 12 mm hole between the bolt holes and marked carefully the place on the crankshaft, turned a central punch, drilled 3 times with different drills an last with a reamer. Here I pressed in a pin with tight fit. This was the last thing I did on the car.


The lorry driver. Ref 1
The lorry driver. Ref 1
Now I had racing drivers license and wanted something real modern like the well known drivers had. Winter 1961- 1962 was the last year I drove with it. The development on race tracks and cars had gone so far that there were no classes for an Hot Rod. My Roadster was really getting an oldtimer. The decision was to sell and buy a Austin Cooper. Very popular at that time. My car was sold to a lorry driver in Stockholm. He was good looking and supposedly a hard one. He called some days after and asked for a new differential. He had already crashed one.
Now new adventures waited with my Austin Cooper 1962, Triumph Herald, MG Midget and last a Lotus 15 which was a real race car.

Got a call from the present owner 2006, Bennet Landén in city of Kalmar. I was very glad that the car is still alive in the hands of a HotRod enthusiast, even if the times fancy thinkings had made it look differently. He told me that it had been out one winter and the engine was frozen.
But last a warning word to all enthusiast with all kind of old cars. We, the owners, are going older too and believe that our children have the same interest. There is no meaning to save an old car that our children will be glad and continue father's interest. Instead they politely let there faces slip until the old man is dead, and then sell to get money for consumption. No! Keep your loved car as long as your body and intellect allow. Then sell and have fun for the money and thank your old interest that it gave you everything even on the outermost day.

First Former


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Ferrari front 1966. Clck for video.1.1 mb. Ref 1
Short video.

B-Ford 1932. Ref 1
B-Ford 1932. Ref 1
Diva Valkyr. Ref 1
Diva Valkyr. Ref 1

Lotus 15. Skarpnäck. Click for video.2.9 mb. Ref 1
Short video.

TVR Grantura 1962. Ref 1
TVR Grantura 1962. Ref 1
Links
Here I intend to write links to those who in some way given me a response.
A blog site with some cool hotrod videos 1953

www.deucegarage.com
www.SimpleSevens.com
www.lotusclubitaly.it
www.gglotus.org

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Pictures from the following owners have been used in bjorns-story.se with the appropriate allowance:
Reference 1: © Björn Bellander  bjorn.bellander(at)telia.com
 
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