Category: Body

A Look Back at Vintage Auto Locks – Locksmith Ledger

A Look Back at Vintage Auto Locks – Locksmith Ledger

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Until sidewinder locks and transponders appeared on the scene, automotive lock systems had remained unchanged for more than 60 years. The last big change in auto lock designs was probably the GM locking sidebar system and that first appeared on 1936 GM models.

Pin tumbler lock systems were popular during the 1920s with manufacturer names such as Yale, Sargent, Corbin, Russwin and Eagle leading the way. Wafer locks were used even before 1920. Early wafer-type auto locks used double-sided keys, but the use of bi-directional double-sided keys had to wait until 1965 when Ford introduced their double-sided pin tumbler lock systems.

Chrysler and Ford began using pin tumbler lock systems in the 1930s. During this same period, many of the smaller companies such as Nash, Hudson and Packard used Briggs & Stratton five tumbler wafer locks. With the exception of Chrysler locks, most car locks made from 1935 to 1970 had key codes printed somewhere on the cylinder housing. Aftermarket key manufacturers still produce key blanks for 95 percent of these old cars and key codes are readily available.

Ignition and door locks were generally keyed alike. Trunk locks and glove box locks were keyed alike but used a separate key code. Chrysler was the exception. A third key was used for locking Chrysler glove box locks which had a wafer lock with a 1098X keyway. Another exception was GM Chevrolet and Buick models in the 1950s. These two models used a key system with all locks keyed alike.

Chrysler

1933-34 Omega key blanks are no longer made, but every car key blank used since 1935 is still listed in the Ilco key catalog. Depending on the Chrysler model, Ilco 1199, 1199A, 1199AR,1199B,1199C,1199D,1199DR and 1199E were used from 1935-1938. Chrysler standardized on a “BP” code series using the Ilco X1199B keyway from 1939-1946. Chrysler used a “CA” code series from 1947-1948 but still used the X1199B keyway. From 1949-1955 Chrysler used a “CB” code series with the Ilco X1199G keyway. From 1956-1967 Chrysler used a “CJ” series with the Ilco X1199J keyway.

Some Chrysler models during 1959-1965 used a “CV” series, GM-type sidebar trunk lock with an Ilco 1759P keyway. Steel shafts on Chrysler T-handle locks in the late 1940s and early 1950s were notorious for separating from the die case handle portion. Chrysler models in the late 1950s used push button trunk locks. There were many different designs and sizes. Most were not made to be easily disassembled. Impressioning is the best choice when key fitting.

General Motors

GM experimented with a double-sided key system for 1934-1935 and key blanks are no longer made. From 1936-1966, GM used a six-cut sidebar lock system with Ilco key blank H1098LA and code series 8001-9499. A set of 60 tryout keys was available to unlock these sidebar locks. The ignition lock has a poke hole in the facecap. Turn the ignition counter-clockwise to the accessory position using a proper tryout key. Insert a pin or bent paper clip into the poke hole to depress the retainer, then turn the cylinder slightly further counter-clockwise and remove the cylinder. Key codes are stamped on the plug.

GM door locks from 1936 to 1949 used an exterior retainer clip which was located under the door weather stripping. Pry the retainer outward with a screwdriver and the lock cylinder can be easily removed. Key codes are stamped on the housing. GM changed to a pushbutton door handle in the 1950s which had the cylinder mounted in the push button. A large retainer hidden behind the outer weather stripping was used. After dislodging the retainer, the door handle can be removed. Key codes are stamped on the shaft extension.

While GM has used many different glove box lock shapes over the years, many of them have a similar basic design. Picking skill is required. The lock must be in the unlocked position. If it is locked, pick and turn the plug clockwise one quarter turn. Next, compress the locking bolt downward as far as it will go and simultaneously pick the plug clockwise one quarter turn. The plug can now be removed. Key codes are printed on the side of the lock plug.

In 1967 GM changed their lock system, adding one more depth and began using various lettered keyways. Key codes were stamped on lock cylinders until the early 1970s. After that time only the ignition lock contained a key code.

Ford

Model A cars were made from 1927-1931. One of the most popular keys for Model A vehicles is the Ilco C1098A. For some reason Ilco shows this in the General Motors section, but it is definitely only for Ford Model A vehicles.

Ford began using Hurd locks in 1932 and carried the same Ilco 1125H keyway through 1951. Various Dodge trucks also used the same keyway for many years. Several different code series were used such as FX, FW &FY. Fortunately Ford printed the code numbers on every lock, so Ford key fitting is not too difficult. Door locks were held by a set screw accessible on the edge of the door. Unfortunately these screws often rust in place, so removing a Ford door lock is always an adventure.

Ford was one of the first car manufacturers to use locking steering wheels. Vehicles from 1932-1948 used this system. The ignition lock is retained by a serrated pin located on the bottom of the steering wheel lock unit. Removal can be done by drilling a hole into the serrated pin and tapping the hole for 6-32 threads. Insert a long screw into the tapped hole, then attach a vise grip to the screw at a right angle. Hold onto the vise grip handle and hit the vise grip near the screw with a hammer, A few swift hits should dislodge the serrated pin. The ignition cylinder can then be removed for key fitting.

Many Ford locks had no shoulder on the front of the plug. A shim can often be inserted in the front of the cylinder and tumblers can be lifted with a pick as the shim is moved towards the rear. This system can also be used on Hurd padlocks.

The small pin size of Ford locks sometimes lead to quick wear and failure. To solve this problem Ford changed to a sturdier key system for 1952-1956 (Ilco 1127D). Ford again changed keyways for 1957-1966 and added various grooves. An Ilco 1127DU blank will operate any ignition/door lock and the 1127ES will operate any glove/trunk lock made from 1952 to 1966. Key codes continued to be stamped on most lock housings through 1966. Many truck models continued to use the Ford single-sided lock system into the 1970s, but most other Ford models changed to the double-sided Ilco 1167FD key system in 1967.

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6 hot rod body styles you need to know – Phillip Thomas @Hagerty

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In many ways, the terms used to describe the myriad body styles of hot rods read like scientific names for chemical compounds. Take dihydrogen monoxide, for instance: two atoms of hydrogen with one atom of oxygen. While it sounds like some complicated chemical jargon, it’s really just water, H2O.

When you’re equipped with the nuts and bolts of hot-rodding vocabulary, you can easily decipher the plethora of terms used to denote different body styles. Similar to chemical nomenclature, the different names are highly specific—and useful to know. Today we’re going to break down the terms used to describe the exact molecular chain of automotive features that comprise some of our favorite custom rides.

Gow job

Strange name, right? Before the term “hot rod” was in vogue (many early gearheads actually found the term derogatory), the preferred nomenclature was “gow job” or simply “gow.”

Most people consider the genesis of hot rodding to take place after WWII,  when soldiers returned to the U.S. fascinated by mechanized transportation and eager to use their newfound mechanical skills. However, these pre-war gow jobs were the true pioneers. (At the time, the term “hot rod” was reserved for the retro equivalent of a vape-smoking dude-bro in his straight-piped 350Z.) Gows were machines of function over form and often sported a somewhat ragged appearance, thanks to their builders’ penchant for removing “unnecessary” body panels to save weight in early land speed and beach racing.

While the term is usually applied to hopped-up Model-Ts, the etymology of the word “gow” goes back to the 1800s and the Cantonese word for opium, “yao-kao.” The term was used in horse racing to describe drugged-up or “gowwed-up” horses, and the phrase made a short leap to early hot rods that were similarly hopped up for performance. It wasn’t until the post-war era that “hot” evolved to describe something cool, hip, or fast and “hot rod” became the universal term for a modified car.

Coupe

Similar to “gow,” the term “coupe” hails from the horse-and-buggy days before the advent of automobiles. Horse-drawn carriages—specifically, coaches—were the four-door sedans of their time, equipped with multiple rows of seating to carry around a group of people. The word “coupe” itself comes from the French verb meaning to cut. In contrast to heavy, people-hauling coaches, horse-drawn coupes were shortened carriages centered around a lighter package with single-row seating for personal transportation.

It comes as no surprise that two-door cars with fixed roofs quickly donned the title. Of course, there are many shades of coupes, so …

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Full set of Allegheny Ludlum stainless steel-bodied Fords put up for sale by the company that built them – Daniel Strohl @Hemmings

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For decades, Allegheny Ludlum and its successor company have held on to the bulk of the 11 stainless-bodied Ford products that resulted from three different collaborations between the two companies. A source of pride for the company and for the Pittsburgh region in general, it seemed that the cars would forever remain in possession of the specialty metals company. However, in the face of a tough economic climate, Allegheny has decided to sell three of the cars, apparently the first time a complete set of the stainless Fords has ever hit the market.
“We didn’t make the decision lightly,” said Natalie Gillespie, a spokeswoman for Allegheny Technologies Inc. “But we decided it’s only appropriate to utilize every lever we have…as we’re faced with this extraordinary economic challenge.”
Even before the coronavirus pandemic hit, Allegheny started out 2020 downsizing its salaried workforce “to align cost structures to demand levels,” according to its first-quarter shareholders report. With sales down five percent year-over-year and with tougher times ahead due to the pandemic, the company has temporarily idled some of its facilities, cut executive pay by 20 percent, furloughed non-essential workers, and made various other cuts in expenses.
While it didn’t seem like the five stainless Fords that Allegheny had held onto until just recently cost much to keep around – they’d been relegated in recent years from regular parade duty to the occasional car show and recruiting fair – the cars also weren’t doing much for the company’s bottom line. After all, most of its business these days comes from the aerospace, defense, and energy sectors with automotive sales accounting for just 7 percent of its business.