Part 4: Beginning To Look A Lot Like A Car
by
Ronald Kregoski

Well, the car was really coming together now. Based on what I saw coming out of Reno Rods & Customs, our time commitment, and the fact that I was half crippled up because I needed a knee replacement I had long since decided to have them complete the car.

We now had a chassis that was skillfully built to Norm’s original specs. Norm admits that at the time he was building the Kookie Kar he didn’t really know what he was doing and much of the work was done by Valley Custom. For that reason and the fact his car was now appearing in the movies and on television, it was constantly evolving through a continuous series of upgrades.

One example was the top. Originally it didn’t have one until an actor lost control of the car one day and crashed it. The studio paid for the damage, which gave Norm the opportunity for some new changes.  It was at this time that the car acquired the top and took on its distinctive rake and paint scheme.

After the crash, Norm vowed that from then on he would be the only one to drive the car on screen. The studio agreed but said he would have to be hidden from the camera. This hailed the arrival of the distinctive top. It also required Norm to get his SAG card, which launched his entry into the movies.

Getting Out The Torch

With the impossible-to-find parts secured, we were now getting into items that had to be fabricated. The big difference between simply building a T-bucket and cloning a 50’s T is that you just can’t pull most parts of the shelf. Back then there weren’t as many things offered commercially and many items had to be fabricated or salvaged. So, you have to do the same. We lit the torch and cranked up the brake. This challenge was compounded by the need to use specs garnered from 55 year old magazine photos. 

Instrument Panel

Meanwhile, there was work for me to do. I lucked out in that the winged S-W gauges like the original were still available from Speedway Motors who also supplied other misc. parts.

Next, after taking careful measures of the original instrument panel from magazine photos, I plotted the gauge and switch openings. But, because I didn’t have access to our body, I had to use my 1915 T as a model for fit-to-body dimensions. While I 

hoped it would be accurate, these two bodies were seven years apart and T’s were hand made with no two exactly alike in the first place, so one could never be sure. After several plasma cutting attempts I finally had an accurate one and hoped it would fit.

I was also fortunate that So Cal still offered the old art deco switches like the original. And after some searching, we finally located the correct 3-spoke, track steering wheel and matching column tube from Limeworks. I was relieved that nostalgic parts like these were still available from these fine suppliers.  

Johnnie next tackled reversing Buick rims and adding the Ford centers; something he used to do a lot in the ‘old days’. To complete the authentic look we looked to Coker Tires for the hubcaps and rubber that would meet the road. You can’t beat Coker Tires for quality whether you’re building a rod or restoring a classic. They look great while improving ride and handling.

measurements of von Franco’s clone including the underside. After sharing my passion for getting it right, Danbury agreed to send me a preproduction model. We will be forever grateful to them. Then it was up to Reno’s Chris Gutierrez to fabricate a working set checking back with the model from time to time. He did a masterful job.

I was personally aware of Danbury Mint detail from the models of the California Kid and the Little Deuce Coupe models I already owned. However, that didn’t prepare me for when the Kookie’s Kar arrived. It was spot on and the detailed underside cleared away the mystery of the exhaust system. So, other than Reveille having Darryl Starbird build the ‘Big T’, from their kit of the same, this marked one of the few times that a full size clone was specked from a desktop model.

Trying To Keep It Real

I had planned to use all original Ford steel in this build and the frame, body, bed and grille cowl were all Henry original’s. However the tailgate I had proved to be too far gone to resurrect. The folks at Gaslight Auto Parts were generous enough to supply an accurate replacement. Gaslight has just about any Ford part you’d need for a restoration. I sent it along with the chopped the bed to be mounted long with the rear frame covers, as were on the original.

When I first began my talks with Reno Rods, I had a set of ’50 Buick taillight assemblies but couldn’t locate good lens. Johnnie, in turn, had a set of good Buick lens but not the assemblies. It was Kismet.

So, along with a copy of the same 1957 California license plate provided by LICENSEPLATES.TV of Fort Lauderdale, Fl and a license frame from Speedway, the backside was coming alive.

Clive Prew, the new owner of Stromberg agreed to supply a set of the new jugs. The current line Stromberg 97s are built on new improved molds and look exactly like the originals.  Even original parts will fit. However the new 97s also come with a host of improvements, which make for improved performance with none of the historic gas leaks. We had to wait a short time for the new owners to gear up a new production facility, but once they were up to full potential, they came up with the goods for us. 

After some back and forth emailing to England, it was decided that Clive would send the carb tops to Advanced Plating in Nashville via their warehouse in the US, and then put a rush on the bodies and all the stainless and brass parts – screws, linkage & bolts - and send it all to Advanced in Tennessee for polishing and chroming. After chroming (Advanced did a awesome job), everything was sent back to England so they could chase out all the treads and assemble the new parts onto newly painted bases. They even had to remachine the bases because the chromed venturis were now bigger where they slip in from the top. Then they shipped the four carbs back to the US and Reno Rods' shop.  A lot of work, and a big thanks goes out to Clive and Stromberg for all their help. The 97's are spectacular and Stromberg is now aiming to offer similar beauties through local distributors.  Check out their website, www.stromberg-97.com.

Chroming

Next, was to locate someone to help out with the chroming. I took a chance and went to the best, Advanced Plating in Nashville, Tennessee. Why send our parts so far? Well, whenever you see a Ridler contender or any other world class car, the chroming has generally been done by Advanced Plating. Their work can be found on the finest rods in America. 

After listening to my explanation of the project Tom Sullivan of their Sales & Marketing agreed to help out. Though there wasn’t a great deal of chrome work on the original, what was there was very visible so it had to be done right. Reno crated up the front end components and sent them off for some Advanced magic.

Unfortunately, we had some setbacks; a common occurrence in projects such this one. It resulted in some unfinished parts being left behind; namely the exhaust, the custom windshield and other bric a brak. We were told that Advanced needed four weeks for a turn around, but by the time we crated the remaining parts it would be too late. I sheepishly called Tom and on a bended knee explained our predicament. He listened and then said, “Don’t worry, crate them up today and we’ll take care of it”. This is the kind of professionalism that separates Advanced from other plating firms. 

Until then, think a good thought and don’t forget to put off putt’n off.

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