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Bullitt Reboot to be Directed by Steven Spielberg, Starring Bradley Cooper – Alexandra Purcell @FordAuthority

Bullitt Reboot to be Directed by Steven Spielberg, Starring Bradley Cooper – Alexandra Purcell @FordAuthority

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Back in 1968, Steve McQueen led antagonists on a wild chase through the streets of San Francisco behind the wheel of an iconic green Ford Mustang for his role as detective Lieutenant Frank Bullitt in Bullitt. A modern reboot of the classic movie is on the horizon, set to be directed by Steven Spielberg and star Bradley Cooper in the titular role.

Details on the upcoming film are slim thus far, but it will be developed by Warner Brothers. The entertainment studio has stated that the new rendition of Bullitt will be “completely different” from the original. Cooper will produce the film alongside Spielberg, with Chad McQueen and Molly McQueen, Steve McQueen’s son and granddaughter, serving as executive producers. It’s not clear at this time when the movie could be released.

The Blue Oval has made several efforts to keep the “Bullitt” name synonymous with the Mustang over the last 54 years since the movie’s initial release. In the late 1960s, Ford released a more aggressive version of the first-generation Mustang to commemorate the film. The pony car’s 2008 model year lineup included another Bullitt-inspired Mustang that borrowed elements from the GT500 models, and a sixth-generation version returned for a brief production run in 2019. As previously reported by Ford Authority, the final Ford Mustang Bullitt rolled off the assembly line at the Flat Rock Assembly plant in late 2020.

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This Lincoln personal-luxury coupe is ready to fulfill any of your collector-car desires – Matt Litwin @Hemmings

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Car Corral find: 1973 Continental Mark IV

Lincoln called its 1973 Continental Mark IV, “…the most beautiful automobile in America. Perhaps because it is the only one that successfully blends both classic and contemporary styling.” Was it an accurate statement?

Although beauty is always in the eye of the beholder, it was hard to argue against the luxury division’s bold claim, as demonstrated by this Mark IV we spotted for sale at the Ford Nationals at Carlisle in June. Lincoln found a sweet spot in design with these cars, accentuating the long hood/short deck profile with a minimal-yet-tasteful application of side trim, vinyl roof treatment, and wide C-pillars that sported elegant, oval “opera windows.” Despite its outwardly boxy shape, the body had rounded lines and crisp contours that spoke of smooth comfort at speed: wraparound front running lamps, convex quad-head-lamp covers, and a squared-off formal grille that boasted refined taste rather than obnoxious excess. Its carefully sculpted hood carried the grille profile to the trailing edge, gracefully disrupting the otherwise flat metal.

Although it cost a staggering $8,984 without options, the Mark IV attracted 69,473 buyers. Its competition was Cadillac’s Fleetwood Eldorado and the Imperial LeBaron. Both featured a similar boxy body so prevalent at the time, but wide, rectangular grilles—or in the case of LeBaron, a full width-grille due to matching hidden headlamp motif— coupled with flat expanses of horizontal and vertical sheetmetal heightened the squared coachwork. Despite being cheaper, the $7,360 two-door Eldorado found 42,136 buyers; Imperial’s $7,313 two-door hardtop attained a scant 2,536 customers

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Restored 1914 Ford Model T replicates early motorized ambulance – Daniel Strohl @Hemmings

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Perhaps more than any other vehicle, the Ford Model T’s ubiquity and versatility meant that its owners put it to a wide variety of uses. For collectors, that means it’s still entirely possible to either restore one to the exact same specifications as a million other restored Model Ts out there or, alternatively, to find some historically accurate way to stand out from those million other restored Model Ts.

The seller of this 1914 Ford Model T listed on Hemmings.com chose the latter by re-creating one of the first motorized ambulances employed by the hospital in New Haven, Connecticut. We’re sure there’s a story behind that very specific decision, and we can also appreciate the research that went into the ambulances and the effort that went into applying that research to a Model T that, based on the photos alone, would likely do well in points judging at an MTFCA gathering. From the seller’s description:

This 1914 Model T-Touring was built as a historically accurate replica of the two ambulances used by Yale New Haven Hospital in 1914. It has the original 1914 frame, period-correct headlights, cowl lights, tail lights and running boards. The fenders are from a 1915 T. The car was painted around 2016 and shows in great condition. Since restoration, it has always been kept in climate controlled storage. Under the hood is the later 2.9L inline 4-cylinder engine equipped with a 6 volt generator and electric starter. Making roughly 20HP this is a great touring car and runs like a sewing machine.

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Types Of Welding Processes (Uses, Pros and Cons) – Asfa Iqbal @Engineerine.com

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The intriguing process of welding can be traced back to 1904 when the coated electrode was first created. To put it in an easier way, welding is the process of joining different bits of metal by first melting them and then fusing them. 

A welding power source is required for the process of welding since it is necessary to generate an electric arc in order to melt the parent material that is being welded as well as any consumable that is being used. As a result of this, previously distinct metals are now bonded together. There is a wide variety of techniques for welding; however, the following is an overview of the four types of techniques that are utilized the most frequently.

Table of Contents

Gas Metal Arc Welding – MIG (GMAW)

This technique, also known as Metal Inert Gas or MIG welding, employs a tiny wire as the electrode. As the wire is fed through the welding equipment and towards the welding location, it becomes heated. This approach requires a power supply with consistent voltage and direct current. Shielding gas must be utilized to shield the weld from airborne pollutants.

Usually, carbon dioxide, argon, or their combination is used. This technique is frequently applied to a variety of metals, including stainless steel, copper, nickel, carbon steel, and aluminum.

Uses

This welding technique is the most used in the construction and automobile industries. MIG welding is most frequently used to repair automobiles, motorcycles, RVs, vans, and SUVs. MIG welding is the ideal technology for assembling or repairing the body or interior of any car since it can produce a strong weld for even the thinnest metals. Including plate and large bore pipe, and is the most prevalent industrial welding method.

Pros 

  • Gas metal arc welding is one of the simpler procedures to master, making it perfect for beginners. 
  • It enables rapid welding speeds, minimum cleanup, and better control over thinner materials.
  • MIG welding provides clean, attractive welds.

Cons

  • Some disadvantages of this welding technique include the expense of shielding gas and the inability to weld heavier metals or execute vertical or overhead welding. 
  • These welding kinds are prone to external elements such as rain, wind, and dust, making them unsuitable for outdoor use. 
  • MIG welding quality issues include dross and porosity, which weaken the structure.

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One man’s quest to gather the lowest-mileage Mustangs of the ’80s and beyond – Terry McGean

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We humans have an odd tendency to collect things: coins, stamps, shot glasses… When we find some object that appeals to us, we seem to want to multiply the joy it brings by finding more of that thing, and in whatever variations may exist. Chasing down those variations often becomes the continuing challenge that makes the collecting exciting — the thrill of the hunt and the conquest of capture.

Following that logic, if desirable items that bring joy and that come in many variations are the basis for a fulfilling collection, cars are a natural focus, and car collecting has been going on since the time the earliest automobiles were deemed “classics,” once they’d become old enough to be somewhat scarce. Traditionally, that has meant at least a few decades beyond manufacture, but a shift seemed to occur in the early 1980s as the muscle cars of the ’60s and early ’70s started to become sought by enthusiasts. In most cases, the favored models weren’t even 20 years old yet, but a couple things happened to hasten the movement: The muscle car era ended rather abruptly in the early ’70s, and the original buyers of those cars started to feel the tug of nostalgia.

We’ve been celebrating those same cars ever since, but what about the second coming of Detroit’s performance wars? That next wave of factory-built hot rods began right around the time the earlier muscle cars first began to climb in value thanks to enthusiast interest. Shouldn’t those later models have followed suit?

1992 SAAC MK1

The 1992 SAAC Mk 1 was a special edition produced to honor the efforts of Carroll Shelby during his Ford period while also yielding a Mustang that outperformed standard 5.0 models. Only 62 were produced, and this one has just 13 miles.

“A good friend is into ’40 Fords; he used to make fun of these cars,” Dave W. says, standing in the building that houses his gathering of Mustangs from Ford’s Fox era. That sort of sentiment was not unusual from traditional auto enthusiasts, who still tend to view cars of the ’80s as “late models” that don’t warrant collector interest. Perspective plays a role — some people may not recognize that an ’83 Mustang is about to turn 40. To others, these cars were produced in numbers too great to be considered “rare.” But to Dave, there’s a vast performance history to highlight from this period of Ford’s past. Plus, a whole new generation of fans are now getting nostalgic.

“I have such fond memories of these cars — that’s a big part of their appeal,” he explains, but we couldn’t help but wonder why a Mustang fan had nothing from the model’s earliest days. “I’m not as into the early cars because I didn’t grow up with them; I grew up with the Fox cars — those were the years I followed them.”

Dave started out on the path to the Blue Oval camp early. “My grandfather worked for Ford and took me to the Metuchen [New Jersey] plant a few times when I was young. They weren’t building Mustangs anymore — it was Ranger trucks then — but the Ford influence set in.” Like so many car-crazed kids, Dave saved up his money and was able to buy a 1985 Mustang GT in 1987, citing reasons beyond the Dearborn connection. “The 5-liters were accessible and affordable; the IROCs and Trans Ams seemed expensive.

From there, the hook was set. He bought an ’89 Mustang LX 5.0 later, but when he started a business, the fun cars had to go for a while. Once the business grew, he was able to get back into it. “At first, I focused on ’85s and ’86s, since those were the cars I got started with,” Dave says, but it was just the spark for what he would soon pursue. When a friend and fellow Mustang enthusiast showed him some of the extremely low-mileage examples of the same-era cars, Dave was fascinated by their “Day One” time-capsule quality. It changed the course of his own collecting.

“Then I said, I really want to have a great collection of the best cars of this era. I want people to be able to see what they were like when they were brand new. I often call these ‘no-mileage’ cars, because a ‘low-mileage’ car can have 15-20,000 miles in most people’s view. The cars I am interested in usually have less than 100.”

The precedent established by muscle car collecting helped to create some real gems among the cars that came later — enthusiasts were more aware of the collector appeal of examples that were hardly used, as opposed to those that had been restored to that state. But many of the cars now in Dave’s collection take the “it’s only original once” mantra to the extreme, presenting not simply as they might have been in the showroom, but as they were rolling off the transport truck. An early addition to this gathering exemplifies this and came from Dave’s friend — the one who’d first piqued his interest in essentially untouched cars.

“The ’90 LX notchback is one my friend bought years ago from a Ford dealer’s personal collection. The car had never been prepped and was still on MSO [Manufacturer’s Statement of Origin]. It was in their warehouse, and when the dealer finally decided to part with it, my friend got it — there are still only around 81 miles on it now,” Dave explains. Looking at this specimen will trigger a memory jog for anyone who ever paid attention to Fox Mustangs when they were new. The details of the factory paint surface quality, the single narrow pinstripe, the finish on the “10-hole” wheels, which have never had their center caps installed. It really is a trip, particularly on a model that was not typically saved on speculation of future value — these cars were bought to be driven, yet this one still has the factory crayon markings in the windows.

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Why Jay Leno’s steam car caused a gasoline fire – Daniel Strohl @Hemmings

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Yes, steamers (sometimes) run on gas. And kerosene, and naphtha, and many other combustibles

As we’ve all learned this week, following Jay Leno’s widely reported incident with a steam car that left part of his face burned, steam cars often use gasoline to fire the boilers that produce the motivating steam. However, that wasn’t always the case, with gasoline coming and going out of fashion for steam car operators over the years and with some steam cars even fitted for burning multiple types of fuel.

Multiple outlets reported early this week that Leno, the former “The Tonight Show” host who currently showcases his and others’ cars via his CNBC show “Jay Leno’s Garage,” suffered burns to his face on Saturday while clearing a clogged fuel line on a White steam car, one of several steamers in Leno’s collection. Leno has told Variety that he is fine and “just need a week or two to get back on my feet.”

The reports raised a number of questions among enthusiasts about the fuels used in steam cars. Even though steam cars are considered external combustion, do they still require gasoline? Weren’t kerosene and other fuels also used to fire the boilers?

Yes and yes, according to Stanley Museum Archivist Jim Merrick, who noted that prior to 1910, Stanley cars used gasoline as both main fuel and fuel for the pilot burner. The Stanley twins, in fact, had pioneered not only the commercially viable steam car but also the use of liquid fuel – in their case, gasoline, at the time a byproduct of kerosene distillation that was widely available at drugstores for use in lighting lamps – in a steam car’s operation. Prior to the Stanleys, steam automobiles used wood, as seen in the operation of the 1769 Cugnot fardier a vapeurfardier a vapeur, or more commonly coal, as was the case with Sylvester Roper’s Boston-based experiments in steam power.

That’s not to say the Stanleys’ decision to use gasoline was universally adopted thereafter. Leon Serpollet, the French steam-car pioneer, discarded coal for a fuel source in favor of kerosene – also known in many parts of the world as paraffin. While gasoline remained relatively inexpensive at the turn of the twentieth century and was known to vaporize easily, making it suitable for use in a steam car, kerosene was even cheaper and perhaps more widely available and offered higher BTU output, though it was known for an unpleasant odor and for incomplete burning, leading to sooty deposits that could clog the burner’s jets.

That said, as Lord Montagu of Beaulieu and Anthony Build wrote in their 1971 book on steam cars, gasoline had one major drawback over kerosene as a fuel for steam cars: the potential for blow-backs and flare-ups.

This not infrequently happened when running downhill using no steam with the main fire shut off so that when the diaphragm valve re-opened, the fire did not re-light and the vapor liquefied in the cooled burner and flooded the fire-box with petrol, which then flared up when the driver tried to relight the burner. Paraffin burners were prime to similar misbehaviour, it is true, but the risk of a serious blaze was less great.

Experienced Stanley owners soon became accustomed to the routine of shutting off the fuel lines to main and pilot burners, throwing open the bonnet and just waiting for the flames to die down; but there is no denying that the spectacle was thoroughly disconcerting to the ordinary bystander.

In fact, as they later expanded, the gasoline-fired type of steam car “did not sell in France where there was official objection to it because of the fire risk (which was probably exaggerated) and where, in some departments, it was illegal to operate.” Similarly, “this propensity to flare up in public… led many ferries and most public garages to insist that steam cars must be manhandled with their fires extinguished.”

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Rust, the common enemy of all car enthusiasts, is as damaging as it is complicated – Daniel Strohl @Hemming

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For as much of an annoyance as rust represents to the average car collector—especially those of us north of the Mason-Dixon and east of the Mississippi—we sure don’t spend much time talking about the actual mechanics or chemistry of it. Sure, it seems simple on the surface; it’s just a chemical reaction that any high-schooler could understand, after all. However, as I discovered when explaining the process by which salt on winter roads makes rust so much worse, rust is a topic that can get complicated fast. In fact, it’s a topic that some engineers, chemists, and scientists devote their entire careers to, meaning there’s a wealth of information out there about how to prevent, mitigate, and ultimately live with rust.

Though Practical Engineering’s recent video series on corrosion doesn’t really address rust in the terms we gearheads typically do, it does lean on that wealth of information to explore just how much damage corrosion really does and the value of a good coating (along with correct application of that coating) to prevent rust. None of this will stop municipalities and states from salting the roads with the vigor of a man who’s angling for a heart attack salting his steak, but at least it gives us a better understanding of rust, its processes, and what we can do about it.

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Why the Stromberg 97? Why not the 48, the 81 or the 94? – Presented by HandHflatheads.com

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If you know hot rods, you know Stromberg 97, right? Whether it’s the dry lake, the drags, circle track, car show, or just a street near you, they were the go-to, go-fast carburetor for generations. And you know what? They still are, if you’re building an early style hot rod or race car. Whether you’ve got a flathead four or eight, six-pot Chevy or Lincoln V-12, or pretty much any American OHV from ’49 to ’60-something, there’s an manifold somewhere to make it move a little faster, all with the tell-tale three-bolt, two-hole Stromberg carb mounts.  

So where did it all start? Strombergs have been around since the earliest of automobile days. 1909, in fact, when Alfred Stromberg and five others formed the Stromberg Motor Car Devices Company producing one brass carburetor a day. By 1928, it was 4,000 a day thanks to some 12,000 staff. And in 1929, the company was sold to Bendix Aviation, moving to join their other operations in South Bend, Indiana. Up through the 40s to the 60s you’d find a Stromberg carb on your Buick, Olds, Plymouth, Stude, even Auburn and Lincoln. But by the 70’s the writing was on the wall for carburetion. In the USA, Stromberg’s last hurrah was the ’74 GMC V-6 truck. And in Europe they stuck the name on a Zenith-designed constant vacuum carburetor, flogged to a host of popular brands including Mercedes and Lotus.

But if we’re talking hot rods, it’s all about the 97. Easy to find. Easy to tune. Good for a reported 150 cfm through 15/16-inch venturis. Original equipment on Ford V-8s for barely more than two years—1936 and ’37. Yes, as we said, the carburetor of choice for hot rodders and drag racers right up to the 1960s.  

So here’s the question: Why the 97? Chandler-Groves. Ford. Holley. Carter. Rochester. They were all around at the same time. A lot of them were bigger too, which offered more bang for your buck at the time. Its replacement, the Ford/Holley ‘94’ 2-bbl was Ford’s V-8 choice for some 15 years in various guises. And there were plenty of other Strombergs to choose from too. The 1933/34 Model 40 and 48 had a bigger 1-1/32-inch venturi and a reported 175 cfm. Some Lincolns had a 1 inch 160 cfm-rated LZ version, and Ford’s thrifty little V8-60 motor came with the 81, a smaller version of the 97 with a 0.81-inch throat, making it perfect in a 2×2 for your Ford 4-banger or V8-60 powered midget. 

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Does a car’s popularity in stock car racing naturally precede its popularity as a collectible – Matt Litwin @Hemmings

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A good friend recently told me of a 1978 Pontiac Phoenix he spotted for sale near our Bennington, Vermont, office with an asking price of just $2,200. It was a four-door sedan that boasted just 40,000 miles managed by a then-optional 305-cu.in. V-8 and automatic transmission power team. Inside was a standard interior fitted with a vinyl bench seat, along with what was reported to be factory air conditioning. While the cabin looked surprisingly clean, the exterior exhibited “nice patina,” which was to say faded blue paint complemented by ample surface rust on horizontal panels. The Pontiac had not run in some time, either, as it had just been pulled from storage.

Not that its mechanical health would have been a great concern to fellow Hemmings editor Dave Conwill or me. The 305 was a veteran V-8 in GM’s lineup by the time this late-decade replacement was introduced to take over for the Ventura as Pontiac’s X-body. Even up here in northern New England, any parts that would have been required to revive all eight cylinders wouldn’t have been difficult to locate or costly to source.

Sure, it may not have looked as stunning as it once did, but at just $2,200, the thought was, “How could you go wrong?” Both of us have teens who will be license-eligible very soon, so we’re on the lookout for cheap wheels that can pass state inspection; up here, cars that meet that criteria have become quite scarce. Heck, the Phoenix itself has become a rarity, a comment I made in passing as we looked this example over. During my days on a local stock car team, I witnessed a fair share of this Pontiac’s X-body brethren get unmercifully thrashed past the point of existence.

That was during the mid-’80s to early ’90s, when local circle track racing at the entry level was still relatively inexpensive. Anyone with enough raw talent, or, at least, a preconceived notion they were going to be the next Darrell Waltrip, could have sauntered into their local junkyard and found a high number of base X- and G-body cars from General Motors that had complete, rust-free foundations to work with. Any corrosion on the body panels was a moot point—most of that would be cut away during the transformation to race car. The junker’s engine would be swapped out, so its condition didn’t matter much, either.

These once-commonly-discarded commuter cars became highly coveted after a few brilliant wheelmen figured out that the 1968-’72 GM A-bodies, which had been a circle-track stock car staple since the late Seventies, were as much as a few hundred pounds heavier than the competition. On top of that, growing interest from vintage muscle car enthusiasts was driving up the values of those models. The A-body racers were priced out seemingly overnight.