From the U.S. National Archives:
Old Cars Serve as Water-Break on Navajo Reservation

These auto restoration and hot rod build tips are courtesy of Hot Rods

During final polishing mask the entire car with plastic and tape all the gaps to avoid polishing compounds from entering in and under trim gaps etc.

When painting small parts we recommend using 1/8th to 1/4 inch hooks to stabilize the parts. Notice the hooks are taped at the top of the rack as this keeps them from swaying during the force of air from the spray gun allowing a smooth paint job.

Often the edge of a panel will be wavy or unstable compared to the center especially on open panels that are not folded back. The use of a mig welder to spot a few areas and then cool with a wet rag will stiffen the panel just enough. Simply grind them back down slowly to the surface before body work and priming.

When buffing small and or larger stainless trim parts use various sizes of wood to bolt or screw them down to eliminate holding the actual part and tweaking it during the natural heat build that occurs.

Metal Rescue™ Rust Remover Bath is a clean, safe and easy solution to removing rust. Metal Rescue™ removes the rust on parts by utilizing a water based, safe synthetic molecule that is attracted specifically to iron oxide (ie. rust). Metal Rescue™ removes the iron oxide and holds it in solution, leaving the base part and other materials safely unaffected. The result, the cleanest, safest and easiest way to remove rust in the industry.

Metal Rescue is safe on everything except rust! Just soak, check and rinse/dry.

When the gallon of Metal Rescue showed up my son and I were looking all over the shop for some rusty parts to soak. He had just bought this old Pexto bead roller and thought we should give it a try.
It was fairly clean when he got it so the only thing we did to it was remove the wood handle. We were surprised that when we poured it out that it had absolutely no smell at all.

We let this tool soak for 24 hours. I think it was was ready to take out after about 8 hours. We started soaking it early in the morning and checked it once during the day and it was pretty much finished. But we forgot about it, closed up shop and remembered about it the next morning. The results are impressive.

Before

After

PREPARATION: For best results, ARMOR recommends removing as much dirt, oil and other contaminants from the metal surface as possible, prior to de-rusting

SOAK: Surfaces to be de-rusted must be fully immersed. Metal Rescue™ must maintain contact in wet form with the rusted surface to be effective. As product is used, it will become darker in color. Continue to reuse product until there is a performance drop off. Note: this is a ready to use product, NOT a concentrate.

CHECK: Check periodically. Soak time ranges: Light rust will require 5-30 minutes, moderate rust up to 4 hours and heavily rusted items may take up to 24 hours. Do not leave part in solution after rust is no longer present or metal might become dark.

RINSE: Once the rust has been removed, the surface should be rinsed with water or clean Metal Rescue™ and dried thoroughly.

The first official automobiles of the White House were ordered by U.S. President William Howard Taft in 1909. He ordered two Pierce-Arrows to be used for state occasions. Click HERE for more info about Pierce-Arrows and HERE for info on President Taft.

It’s been quite a while since the last update on this project. In the following pictures more work has been done to the inner rear wheelhouses. The excess metal has been trimmed up and both halves are now tack welded. Also the upper trunk floor has been final welded to the body. The holes that were in the trunk floor from the drilled out spot welds were used for plug welds.

Here’s some more work inside the trunk on the wheelhouses. The pieces are all trimmed and tack welded together.

The right rear wheelhouse tack welded together.

The upper trunk floor all welded up to the body. If you look closely you will notice the plug welds using the holes left from drilling out the factory spot welds.

The right side quarter panel is fit up and tack welded. The gaps are a little wide in some areas, but not bad for piecing two cars together.

Next up was to repair the rusted out rocker boxes. They were so rusty that the car body had shifted and was in a twist. Nothing lined up, doors or trunk lid. All of the previous patch work on the rockers held the body out of alignment, so the door alignment would have been pretty much impossible until the old mess was removed.

This shows some of the bracing we welded in the body as we started removing the old floors and rocker boxes.

Here we are working on the door alignment to square the body back up. The strap is pulling the bottom of the cowl back to raise the door and you’ll also notice a friction jack (also called a monkey on a stick) keeping the distance of the door opening like we need for door gaps.

Once the doors fit with good gaps it’s time to fit in the rocker boxes. The rocker boxes are an important part of these bodies because of the their strength.

This is the left front rocker box underneath the cowl

Here are some more pictures of the Mohs Ostentatienne Opera Sedan when the car was picked up for the restoration.

Also here’s some interesting history about this car as copied from an information card.
Specifications: Length 248″ Height 69″ Width 90″ Weight 5740 lbs Tread 74″

Designed and built by Bruce Baldwin Mohs- Mohs Seaplane Corporation, Madison Wisconsin.
This is the one and only prototype which contains 30 unique features including patented safety features not found on other cars of the late 60’s. It was driven to the engineering departments of the big 3 in Detroit to demonstrate and market the features. Some were many years ahead of their time and are now “standard equipment” on cars today. The car was built on a special order chassis by International Corp. and has a 304 cu. in. V8. The tires are 7.50 x 20 Denman custom built wide whitewalls filled with pure nitrogen. (The car was stored for 19 years and the tires still had 20 psi. 12 psi was added as a testament to this technology)

Bruce Mohs turned the car over to Fred Beyer founder of “Hot Rod High” who coordinated the preparation of the car for the 2009 Iola car show. The car was removed from storage and transported
with assistance from Bob Abitz, a retired auto body instructor from Freedom Wisconsin. The mechanical work, brakes and electrical was done with help form students at Shawano High School’s Automotive program. The body work and painting was done by Jay Abitz and students from Freedom High School Auto Club. The final assembly and detailing was by Mike Carnahan and Fred Beyer.

More parts get painted.

The doors are painted. We use baling wire to hang them from a pipe. This lets us spray the jambs along with the exterior.

Close up of the left door.

Here is a shot of the fenders after they were sprayed with the base coat. The base dries out flat with no gloss.

Shown here sprayed with the clear coat. We usually apply 3 to 4 coats of clear. The original paint on the car was “single stage” which means that it had no clear coat. Older cars of this era, especially metallic colors such as this, would fade very quickly and lose their gloss.

When we did the color mapping for the exterior color we found some good paint underneath the dash panel that was not faded. For this car we mixed a “two stage” formula which means base-coat/clear-coat. This will give the car an updated paint finish and also protect the metallic in the color from fading and chalking. No, it’s not 100% original but the paint will last for a very long time and will be easy to take care of, just like the tough finish on a new car. Also since it has clear on it, the color will have more depth to it than it did originally.

Here is the right side inner fender. We painted them a semi-gloss black.

This post is courtesy of Hot Rods

As seen this top area has a low spot down the length of it. Because we know we had it straight during the bare metal phase we know that this is mostly in the copper plating itself. During plating and the electric process that takes place copper tends to build on the outer edges more then the center because of the different amperage draws of the metal closest to the anode. It helps to take photos in the bare metal stage and mark them as to the problem areas you want to hit first. We do this all the time and it really helps the efficiency. When using a straight edge we found it to only be 1/32 of an inch deep and we have plenty of copper to work with.

As we continue blocking the remaining highs and lows come to the surface.

Unlike a car or trucks body where you can pull out a spray gun and apply more primer relatively easy the plating process is much more time consuming and costly, as seen we have a few cut through’s to the bare steel. This will have to be replated, but because it is barely through a “STRIKE” of copper can be applied which is a thin coating compared to a full plate and only takes 15 minutes in the tank.

Sometimes you will encounter a larger area like this top section that needs more then just a strike. Unfortunately you can not just plate a small area like using a primer gun as the whole bumper needs to be submerged in the tank thereby re coating the whole bumper and blocking it again. This is why it is so crucial to find the “enemy low spots” as soon as possible to eliminate sanding too much each phase.

Just recently Jay Abitz sent me a bunch of photos of the restoration work done on the Mohs Opera Sedan from start to finish. This is the first post of many on the restoration process. Along the way we’ll find out more about the history of the car and it’s special features.

The Mohs Rebirth by Jay Abitz

The Mohs Ostentatienne Opera Sedan was brought to Jay Abitz and his auto body class at Freedom High School in January of 2009. The goal of the restoration was to return the Opera Sedan to its original condition. The Opera Sedan came directly from Bruce Mohs personal collection. The Sedan was in rough condition with significant rust damage and poor paint condition. Students began their work by removing the chrome bumpers, body trim, and other extra parts like headlight and tail light bezels. The old lacquer paint was stripped by sanding, grinding, and scraping it off. Once the paint was removed the rust was cut out and replaced with new metal. There were more than 12 rust holes cut out of the car and replaced, along with the fabrication new full rocker panels on each side of the vehicle. When the cutting, welding, and fabrication was over, it was time to shape the body.

The body was originally made out of four foot sections of sheet metal brazed together and its contour was shaped with metal reinforced filler. Many of the needed materials during the body repair process were donated by 3M. To repair this substrate, students’ straightened metal, replaced old filler, and reshaped the car from front to back and side to side.

Once the body was repaired epoxy primer/surfacer was applied to the vehicle. All of the primer, sealer, and paint materials were donaed by PPG. The Opera Sedan received multiple coats in two stages of primer and was wet sanded between applications to assure a smooth finish. The Opera Sedan was prepped for paint, then the sealer, basecoat, and clear coat was applied. After the paint had cured, students color sanded, buffed, and detailed the Opera Sedan. The custom 20” wheels were also repaired and repainted. The FHS students along with Instructor Jay Abitz and assistant Bob Abitz put in over 400 hours during the repair process.

The Mohs reborn made its debut at the Freedom High School annual car show hosted by the Freedom Auto Club. The restoration project was an effort of FHS students and these four men:
Jay Abitz: FHS automotive instructor and restoration coordinator.
Bob Abitz: Former FHS auto instructor and restoration assistant.
Fred Beyer: Former Shawno HS auto instructor and project coordinator.
Bruce Mohs: Designer and inventor of the Mohs Ostentatienne Opera Sedan.

The Opera Sedan was next featured at the 2009 Iola Car Show in the “teamed to learn” section. Fred Beyer and Bruce Mohs presented to various groups information about the car, its origin, and restoration. Freedom High School and the Freedom Auto Club were represented by instructor Jay Abitz and Bob Abitz. The FHS restoration was also featured in the August 09 issue of Hot Rod Magazine. The Mohs Ostentatienne Opera Sedan now resides in the Wisconsin Automotive Museum in Hartford, WI.

Below are photos of the car being loaded on a trailer for delivery….. the restoration is about to begin.

All photos courtesy of Jay Abitz

I just read on azcentral.com that the 1948 Tucker was bid up to 1.5 million but it didn’t sale. The high bid did not meet the reserve set by Justin Cole of Benchmark Classics.

The Tucker Convertible was very fortunate to only receive minor damages from a severe storm that hit the Russo and Steele Car Auction in Scottsdale on Thursday evening. The storm blew down two tents that contained the collector cars. Damage was estimated at over $1 million.

Justin Cole had guaranteed that the damages to the Tucker convertible would be completely repaired for the new owner. More HERE

This is a paid post from Moneysupermarket.com

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Here are some more repairs to the rear body.

This is the right side support for the upper corner of the trunk opening. The bottom of the brace was rusted completely off along with the inner wheel well where it attaches.

The old rusted rear fender cage nuts on the inner wheel well were replaced with new replacements.

This is the lower part of the left wheelhouse. A new piece was fabricated to replace the rusted area.

The same area on the left wheelhouse under the corner support was rusted. The area was cut out and new metal welded in. This is the view from the top inside the trunk.

This is the view of the left wheelhouse repairs from the outside.

The priming and block sanding process continues.

Shown here with the lower quarter panels attached so they could be sanded on the car. When doing body work and sanding, some panels need to be worked on as they fit to the car. In this case the lower quarter panels are very floppy and hard to work on off of the car. When tightening the bolts on the panels, the panels are put under stress and change shape a little.

The body is shown here in primer again. The red over-spray look on the primer is called a “guide coat”.

Here the body is shown after being wet sanded with 400 grit wet/dry.

Masked and ready for paint.

Finally it’s painted. The original color is called Lima Tan. The color changes quite a bit under different lighting. Here it’s under fluorescent shop lights.

The color here is a lot different in the spray booth under daylight fluorescents.

The only response I’ve seen from the seller / restorer of this car seems to question my background, not as a historian, but because I’m not an engineer or a paid automotive repair person. What he failed to recognize was that this statement came from the TACA Board of Directors and Officers. Within that group serves a former Tucker Corporation factory supervisor, a former Tucker owner, a current Tucker owner representative, four professional auto restorers / body workers, two automotive engineers, and at least half a dozen historians.

I will also point out that the seller of this vehicle refers to it as body #57. From the book THE INDOMITABLE TIN GOOSE © 1960 by Charles Pearson, page 99 Hard cover / page 90 paperback, Tucker Chief Designer, Alex Tremulis mentions body #57 at the time Tucker Corporation closed. This account, recorded only 11 years after the company closed, reads as follows:

“Tremulis continued as chief stylist, working on changes for future models, and had body #57 when the plant closed down.

“We were changing the rear window to a full wrap-around and had already started to cut openings for the re-styling job,” he said.”

Hard to reconcile that history.

Here is the TACA position statement in full:

Tucker Convertible? TACA Responds -

Over the past twenty years, the Tucker Automobile Club of America, Inc.—recognized as the foremost authority on Tucker Automobiles—has been asked repeatedly to make an official statement or a detailed response in regards to the authenticity of a purported Tucker convertible.

With the upcoming public auction of a vehicle which the sellers contend is an actual uncompleted Tucker Corporation convertible concept car, we feel compelled to restate our long-standing position:

The Tucker Automobile Club of America, Inc. (TACA) has never been presented with—nor have been able to find—any credible evidence to prove the authenticity of this or any other vehicle as being a Tucker Corporation intended convertible and therefore we can not certify it as such.

While TACA is certainly not ready to completely dismiss the possibility that a Tucker convertible could have been built by the Tucker Corporation, we have never discovered nor been presented with sufficient evidence to prove such a car was planned for or started at the factory.

It is worth noting that TACA maintains the Tucker Historical Collection and Library, an archive collection of several thousand original company documents, factory photos, and other materials. This includes production records for the prototype, known as the Tin Goose, and the 50 pilot-production Tucker sedans completed prior to plant operations ceasing, as well as inventory documents identifying surplus bodies, engines, and various parts. The National Archives holds vast amounts of Tucker Corporation-related material: the SEC investigation papers, trial transcripts, bankruptcy proceedings, and lawsuit documents. There are two private collections containing multiple copies of original company records including over 60,000 original blueprints for the 1948 Tucker Sedan. Yet, to date, no evidence has been found in any of these materials to support the claim of a Tucker Corporation convertible.

TACA and independent historians alike have investigated this contention at great lengths. While many respect the visual appeal and presentation of this “Tucker convertible,” the overwhelming consensus of individual opinions continues to be that inadequate evidence exists to support the claim of this being an original Tucker convertible (with many believing that the evidence to date negates the possibility of it being a genuine Tucker convertible).

TACA recognizes that this vehicle appears to have been built using many authentic Tucker parts, such as an engine, some body panels, and etc. It may well represent, as a tribute car, what a Tucker convertible would have looked like had one been produced by the Tucker Corporation.

This vehicle has never been presented to TACA for a comprehensive review per our certification / authentication process, nor has the seller responded to our request seeking the engine serial number and data plate information. TACA has insufficient evidence to otherwise authenticate this vehicle as being a genuine attempt by the Tucker Corporation to produce a convertible model or concept. As always, the burden of providing adequate evidence to establish authentication falls on the presenter. TACA can only rely upon Primary evidence—direct, uninterpreted historical documents and materials—and formulate an opinion accordingly. If other such documentation proving the existence of a convertible project existed, it has not been made available to TACA.

This is not a case of TACA having an interest in the existence or non-existence of such a vehicle: either way, TACA neither gains nor loses anything. We have no financial stake in taking sides. Our position is clear: without credible evidence, we cannot rewrite history; we cannot state that Tucker Corporation planned for or started a convertible project; nor can we certify this or any other vehicle as being an authentic Tucker Corporation convertible.

The Tucker Automobile Club of America, Inc. would welcome both the current owner and any prospective purchaser to become members of our organization, share in the ongoing research and findings, and join together as we strive to preserve the fascinating history of the Tucker automobile and all those who contributed to it.

Respectfully,

Jay A. Follis, President
Officers and Board of Directors
Tucker Automobile Club of America, Inc

A TUCKER CONVERTIBLE? ABSOLUTELY!
The Tucker Club’s press release dated January 4, 2010 states that “The Seller (Benchmark Classics) has not responded to our (Tucker Club) request seeking the engine serial number and data plate information.”

In an effort to clarify this issue please consider the following correspondence. On December 9, 2009 Benchmark received the following e-mail from Jay Follis which is quoted verbatim below:

“How is the convertible project coming along? I would still very much like to come up and look at the car or look at it when it is shown again. Being I have not personally seen the car or engine used in this car could you please provide the engine serial number? It would also be nice to get a photo of how the data plate currently reads and the cowl stamping” Emphasis added.

Justin Cole, of Benchmark Classics responded as follows:

“You have gone on record as saying that you would not be able to verify whether or not the convertible was a Tucker concept if you saw it (Grand Rapids Press August 14, 2009). The press has pitted your club and you against me and my company. I have also been attacked personally on your club’s website. What I am wondering is how your coming and inspecting my car is going to help me? Please don’t take the question the wrong way. I am hoping you can tell me something I have not thought of. Thanks.” Emphasis and citation added.

Probably due to an unfortunate oversight, the TACA President, never responded to Benchmark’s e-mail and made no further attempts to examine the car, or personally review its supporting documentation. No Tucker Club member has ever been told that they could not come and see the car. The car has been continuously open to the public since it originally arrived at Benchmark Classics in December of 2008. In addition, the Tucker Convertible was on display at the Keels & Wheels Concours D’ Elegance (Houston, TX), the Auto Historica Event (Chicago, IL), the Fairfield County Concours D’ Elegance (Newport, CT), and most recently, the largest car show in the world, the Antique Automobile Club of America’s Hershey, PA Meet. As a side note the Hershey event officials commented that the Convertible was by far the most popular car at the entire four day event.

The TACA press release appears to have been very craftily written by a marketing expert. It attempts to support its case regarding the Convertible’s originality by referring to the “consensus of individual opinions” without referring to the number or identity of these “individuals” or, for that matter, to their qualifications to render an opinion.

None of these “individuals” have examined the Convertible. In fact, some of these “individuals” have claimed on the Club’s website that the Tucker Convertible is actually Tucker #1027, which was scrapped after it was rolled at Indy (a few spare parts still exist), or Tucker #1052, which now resides in Roscoe, Illinois. The car can’t be in three places at once. These are our critics exposing their “individual opinions.”

TACA has over 400 registered online members many of whom have seen the car and expressed their opinion that the “Club’s stance does not reflect their views or the views of other Tucker Club members.” Presidents of many organizations, including the United States, do not necessarily reflect the views of all of their constituents.

The TACA press release states, “That it is not a case of TACA having an interest in the existence or non-existence of such a vehicle: either way, TACA neither gains nor loses anything.” Nothing could be further from the truth. Unfortunately, its recognition as the alleged “foremost authority on Tucker Automobiles” is at stake. Its reputation has been challenged. Its own members have gone so far as to apologize for the behavior of certain Tucker Club “individuals.” Clearly the Tucker Club is a house divided.

No one invests in very expensive collector cars, no matter what documentation may exist, without engaging an independent expert to thoroughly examine a car. Decisions to purchase multimillion dollar cars aren’t based entirely on paper documentation.

Benchmark engaged Al Prueitt, an engineer by trade and a true legend in the restoration business with over 50 years of experience, to evaluate the Tucker Convertible. He has won over one hundred awards at venues such as Pebble Beach, Amelia Island, Meadow Brook, Hershey and the CCA Nationals. As a restoration expert, who also currently serves as a museum curator and automobile historian, he is extremely knowledgeable, not only with regard to the evolution of manufacturing technology but also with regard to the techniques that were used to fabricate reinforced frames and sheet metal in the 1940s and 1950s. His credentials can be viewed at Benchmark’s “Tucker Convertible” website.

He carefully examined many different aspects of the Convertible, including its one of a kind box-wrapped ovular (tubular) frame, which was created to compensate for the loss of rigidity when Tucker Sedan #1057 was transformed into Tucker Convertible #1057, thereby satisfying the performance expectations of the Tucker Engineering department. He also focused on the passenger doors that are long in comparison to those of a sedan and appear to have been stamped suggesting more convertibles were to come. That insightful observation came from Holly Bedsole, the executive director of the AACA Museum who has also seen the Convertible. Car # 1057 was not going to be the only convertible produced by the Tucker Corporation.

After spending a couple of days examining the car Mr. Prueitt authenticated its originality. His authentication may be found and viewed on the Tucker Convertible website.

Jay Follis is an immensely likable man. We agree that he is unable to authenticate the Tucker Convertible. It is our understanding that he has no experience working as a paid employee in a restoration business and doesn’t have a background in engineering. He didn’t join the TACA until 1994. He has served at the Gilmore museum as its marketing director for 11 years. Before that he had a career in law enforcement and as a private detective.

Again, Mr. Follis represents the Gilmore Museum very well but Mr. Prueitt has been in the restoration business longer than Jay has been alive. That is why Benchmark turned to Mr. Prueitt. Benchmark needed that expertise. It is not uncommon to engage professionals such as Mr. Prueitt, with over 50 years of engineering and restoration experience to authenticate cars. Many times key documents have been destroyed or lost and the exact nature of a car’s origins are muddled.

In conclusion, Mr. Follis genuinely seems dedicated to preserving the fascinating history of the Tucker automobile. With these same interests in mind we engaged a highly regarded restoration expert to independently evaluate the car based on his knowledge and experience and the car’s construction. Paper archives just weren’t enough.

The priming and block sanding continue. After the body was sanded with 180 grit we masked it up again and sprayed another three coats of filler primer on it. We also had a lot of the other parts ready for primer also, such as the doors, trunk lid, fenders and lower quarter panels.

Here the body is getting another few coats of primer for the final block sanding.

The trunk lid is sprayed with primer for the first time.

The lower quarter panels.

Both doors were primed. The red over the gray primer is called “guide coat”.

The front fenders after the first few coats of primer.

With over twenty years of body and paint restoration work my hands and finger tips tend to dry out and split open really bad, especially in the cold months. Just recently, Nicole from On the Job sent me a three pack of hand products to try out. I have been using them for the last couple for weeks now with good results.

The On The Job Hand Lotion contains an antiseptic which kills 99.9999% of the germs to help your cracked hands heal and prevent infections. When I used the lotion everyday, the splits in my hands started to heal up. For me the hardest part is remembering to use it! I forgot to use it for a few days and now my hands and finger tips are cracked and split open again. I liked the lotion because it doesn’t burn like a lot of lotions do.
The On The Job Hand Armor is applied before you get your hands dirty. It forms a barrier like an invisible glove which protects your hands and also helps with clean up.
The On the Job Hand Cleaner is an abrasive free cleaner that also moisturizes as it cleans. I noticed that my hands don’t burn after using it. It works best by using it without water.

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