Having spent a few hours stitching on my latest improvement to my ’66 F100 — a proper full-grain leather steering wheel cover from Australia — I decided that it was time for a bit of a road trip. I haven’t taken Ol’ Yeller anywhere but a few miles to the lumber yard, garbage/recycling transfer station and the yard waste dump/compost and gravel facility for all of these past couple of decades.
The PNW Truck Show and the Museum at Powerland in Brooks, OR (a bit north of Salem) was the destination, but I avoided I5 and took the back roads of the Willamette Valley through its endless fields. This is what brought the pioneers here on the Oregon Trail: gold of a different sort, and more reliable.
In case you missed it, I made this short video almost ten years ago that shows how I shift my truck’s three-speed B/W T85 with overdrive, which has been set up to engage manually via a little switch on the dash, not automatically. It also shows how I shift without using the clutch, and despite the many commenters on this Youtube video that insist otherwise, No, I’m not “floating” the gears. Since the overdrive unit has freewheeling, that has the same effect on the transmission as engaging the clutch: it allows one of the gear clusters/shafts to be disconnected from the engine or drive shaft, thus allowing the synchronizers to easily engage the gears. I regularly downshift from third to second without the clutch; good luck doing that without freewheeling.
My speedometer currently runs a bit low; using a GPS at 1900 rpm actual speed is right at 58-59 mph. On this trip, I mostly kept it right between that and 2100 rpm, or 65 mph. At these speeds, the 240 six is hardly working, requiring just a very light touch on the accelerator. It’s also right at its torque peak, which is inherently an engine’s most efficient speed.
I often get comments about why I don’t put in a V8 or at least a warmed-over 300 and how slow it must be with the 240. I’ve never felt a need for more power, and it’s also important to point out that my bare-bones truck weighs only some 3400 lbs. That’s featherweight in today’s world. Pulling into a highway or such, it picks up its skirts just fine, and I’ve had it up to ninety. This combination of the 240 and five usable speeds is just ideal, at least from my point of view.
In 1993, when we were moving from Los Gatos to Eugene, I moved most of our stuff on several 1100 mile round trips up and down I5, pulling a trailer too. The 240 six had no problem hauling the load up Siskiyou Pass, not in overdrive of course.
Having redone the bushings on the front suspension a couple of years ago and the drum brakes last summer, it feels like… new? It’s very relaxed at speed, and contrary to popular belief, it rides very nicely, not at all harsh due to the fairly soft springs on the base F100 and the Twin I Beam front suspension. Yes, the steering has some play, but I did recently put in a new flex steering couple and adjusted the steering box, so it’s ok; it’s just how these were, a bit sloppy.
Grass seed is the biggest agricultural crop in the Willamette Valley; it supplies some 90% of the world’s grass seed. In years when grass seed demand is low, more wheat is grown. This is a medium sized field; some are just vast. It’s been harvested and is now stubble, and I saw many being plowed. Many of these farms have been bought by Mennonites.
The southern half of the Willamette (pronounced wuh·la·muht) Valley is almost totally flat between the Coast Range on the west and the Cascade foothills on the east. Stephanie calls it the Iowa of Oregon for obvious reasons. It’s almost totally agricultural, and the little towns that serve that activity have a decided Midwest feel to them.
Rolling by this cemetery reminded me of the time my older son and I rode our bicycles to Albany (60 miles) on these same roads back in about 1994 or 1995. We met Stephanie and our two other kids there at the annual Mennonite Harvest festival, and rode back in the Grand Caravan with the bikes on the rack. It’s actually the longest bike ride I’ve ever taken. I ride locally on brisk rides for exercise but just never got into the touring thing. Having three kids was a bit of an impediment to that.
Speaking of bikes, I dragged our dirty made-in-Eugene Burley tandem out of the garden shed and spent Saturday deep-cleaning it and installing new tires, brake pads and chains. We bought it about 20 years ago and rode it a lot on local bike trails and out into the valley a bit. I put a big spotlight on it and we often rode it on hot summer evenings along the Willamette River bike paths where we’d stop and I’d hop into the river for a nice cooling dip.
We switched to walking when we had to take in Little Man about 11 years ago; now that he’s slowing down, it’s time to get back on the tandem. I still ride my 1978 Japanese steel-frame Novarra road bike for my frequent morning quick rides.
I’m going to save the truck show for a separate post or two. This was only for BIG trucks, and wow, were there many that came from all over the West Coast; several from California. Seems like old truckers like to hang on to their beloved big rigs. I’ll show you this teaser: it’s one of several Detroit Diesel 12V-71 powered trucks. I’ve actually not seen one of these in person before. Awesome. The only thing to top that in pure visual appeal would be an ultra-rare Hall-Scott V12 powered truck.
I took a different route home, heading north then west, to the Wheatland Ferry over the river. It’s operated by the county and is usually quite busy. Three bucks is the ferry fare, and it’s all over in a couple of minutes.
Capacity is nine cars.
The northern half of the valley is a bit different, with more hills and varied terrain. The land is used differently too, with many huge nurseries and in this case, giant hops farms. Again, the Willamette valley dominates hops production, and it too was harvest time as I drove through.
The other major crop throughout the valley is hazelnuts, often grown in vast orchards, unlike this one. When we first moved here in the early ’90s, there was a much greater variety of crops grown. Eugene still had a canning plant downtown, and farmers grew all sorts of vegetables. But that’s all changed, and except for some localized farming to feed a processing plant, it’s mostly grass, grains, some berries and hazelnuts. The latter has really taken over because it requires so much less manpower, which has become harder to come by. The nuts just fall to the ground and are picked up by a mechanized sweeper.
As I headed up into the Eola Hills that bisect the valley up here, the rain came on hard. It had dumped earlier at the truck show; this is a bit unusual for the time of year, but it certainly was welcome. I was glad I had put on new wipers the day before, anticipating this likelihood. This hilly area is dominated by wineries, which is another major agricultural use in the valley. Willamette Valley wines are held in high regard, as we are at about the same latitude as the famous wine growing regions of France.
The clouds really framed the vast sky of the valley, giving it much more interest than the usual cloudless summer day. I tanked up shortly before arriving back in Eugene, and the 11.4 gallons it took for the 239 mile trip came out to 20.96 mpg. Not bad, for an old pickup.
I know; it’s not that impressive for modern cars and trucks, but the technology and aerodynamics were vastly different. I remember it was a big deal when the new 1980 Ford pickups came out and advertised a 21 mpg EPA number (Adjusted to modern EPA numbers, that would be 19 mpg).
I’ve been thinking about taking the truck on a longer trip, for several days or more, all on back roads and smaller highways in Eastern Oregon and Northern Nevada. This shakedown trip only encouraged me. What I need is to find a vintage aluminum bed topper like this one, so I can sleep back there and stow my gear. And maybe a few basic hand tools just in case.
This was a delightful read, Paul…thanks for taking time to do the writeup. It’s nice to hear how happily the truck is performing and also to get the lesson in local terrain, agriculture—and even pronunciation (which I’ll try to remember!).
I wish I still had my 1970s steel-framed bike…they seem scorned today, but how much heavier could it have been than my nothing-special 1990s hybrid?
”aerodynamics were vastly different” Forgive my ignorance but I would like someone to explain to me how the aerodynamics of a ‘modern’ pick-up with their rear open box like in the old days and with their hood as high as the roof of a sedan ( not like in the old day ) can be better than that of an old one . Of course the improvement is mechanical but…
There’s the coefficient of drag (CD) and frontal area, which when multiplied gives the actual aerodynamic drag. The CD is the relative slipperiness of the body, and modern pickups have many small (if not very obvious) design features to improve their CD, such as front air dams and quite steeply raked windshields. The manufacturers seem quite cagey about revealing the CD of their pickups, but they’ve been estimated to be around .50 or so. I’m pretty sure the CD of my truck is higher, probably closer to .60, since it lacks those aerodynamic refinements.
Yes,the total frontal area is undoubtedly greater on the current pickups, especially the HD versions. So as to total aerodynamic drag, it’s a bit hard to say, but yes, it may well be worse on these new taller trucks.
On the other hand, Rivian’s RT1 is claimed to have a CD of .30, an outstanding number, and the Tesla Cybertruck is estimated to be around .34 -.38. Both have standard covers over their beds, among other things. But it shows that pickups can be quite aerodynamic.
I will say like the other : Since the drag coefficient is multiplied by the front projection area of the vehicle, so for something as large as the Cybertruck, a low drag coefficient does not mean low drag https://www.arenaev.com/wind_tunnel_test_challenges_cybertrucks_official_figures-news-3353.php#:~:text=Tesla%20promises%20a%20solid%20drag,the%20beastly%20truck%20maximize%20range.
Yes, I said just that in my previous comment. But in addition to a relatively low Cd, the CT also has less frontal area, as it is lower than the domestic pickups; 6-10″ lower. than a F150, for instance That’s not insignificant.
I have a vintage aluminum topper on my 1986 F350, they are great and weigh a lot less than the fiberglass ones.
Nice trip, and cool destination. Looking forward to the full report.
21 mpg is quite good, I’m sure the OD helps with that as well. When driving my VW around some people would say “I bet that thing get’s amazing mileage” and I would say, it’s good, but not amazing. Modern engine management had a difficult birth but has gone on to be quite successful.
Here’s how to get a Beetle to consume less: https://www.cbperformance.com/Articles.asp?ID=308
So that’s the Detroit Diesel V12! The only use in Europe as a truck diesel, as far as I know, is in the FTF heavy haulage tractors and battle tank transporters from the seventies.
I know of one that came here in a K Wobble it still exists in somebodies collection.
You used to see the odd one of these 12V-71s here in the mountains of BC, along with K series Cummins and 3408 Cats. 435 horse with the 12V if I recall, but fuel consumption was so high I can’t see much benefit unless you could shorten round trip times enough to pick up another load per month. Some guys did it though.
Today even a local dump truck is running 450-500 horses. I got laughed at for spec’ing 365 on fleet trucks!
Short video, a DD-V12 powered FTF 4050 6×4 tractor, as used by the Dutch Army for transporting battle tanks, from 1973 to the late eighties. Curb weight 16 tonnes (35,300 lbs).
That’s one BIG DOG!
The Willeme PRP (the French equivalent of FTF) also used them, PRP having been Detroit Diesel’s dealer in France.
Alright, thanks!
Woah – that is so great. I have memories sleeping in an aluminum topper in the back of an old Ford. My uncle made a sleeping shelf with a thin foam mattress and my cousins and I bunked back there on weekend trips. What was an interesting phenom was having our breath condensate overnight which then dripped onto us in the mornings. As a six year old, I thought the topper had a hole in it, but then – it hadn’t rained.
It was a great old Ford, a 1970. It was in this old truck that I began my life of travel.
Another thing about this truck was how outrageous it was for someone living in the south suburbs of Chicagoland to have a pick up truck as a daily driver. Our families worked for Ford, so my uncle was a bit more than precedent using a pick up as his daily driver around the City. However, he had to park it in his garage, because pick ups weren’t permitted in town after sundown. Also – he had to have it registered with the State and have that information on the side of his truck, placed on the lower side of the box, on both sides, right behind the cab. Back then, a pick up truck was considered low class rides for labor and the Chicago Suburbs didn’t want their real estate values effected by having pick up trucks parked on the streets. As a matter of fact, that was the law in some suburbs until recently.
Few things beat the experience of riding in a simple old vehicle across secondary roads, bumming through little towns. The entire feeling is more immediate and personal. Windows are down, smells are blowing through, you hear things like crickets along the creeks and you feel a part of your surroundings. Today’s rides are completely isolating and drivers don’t connect with their surroundings. Life is better at 40-50 miles per hour. Your senses come alive – it’s a good thing.
Really liked this posting.
Thanks Paul!
I really love driving with the window open, and do it whenever possible. It does annoy Stephanie some, so I make some compromises. It was open the whole trip except for during the intense downpour. I need to replace the rubber seal on my windshield; the gap where the two ends meet, right in the upper middle of the windshield has grown over the decades as the rubber has shrunk, and it let in a fair bit of water. That’s on the to-do list.
Thanks for sharing your memories. Out here in the dry West, condensation like that is generally not so much of an issue.
I don’t think I could hear crickets inside my 65. With the window down, as usual, there is so much wind noise I can barely hear the radio at 65 mph. Now maybe at 40 but there are few roads at 40 around here for me ( no one does 40 anyway) and besides I don’t think I have heard a cricket in decades.
Great update on your truck. 21 MPG for an old tech truck is pretty good. My ’73 Chev can pull down about 18-19US if driven at 55mph, and that’s with a 250 6 and 3.73 gearing. It sure could use an overdrive, and I wish that they still had the option offered from the factory that the ’60’s Chevy’s to have. A PM test of 4 pick-ups obtained 20mpg without trying too hard out of their Chev with the 230 6. I haven’t really taken her past 70, as she is working hard, and I don’t fancy having to collect engine parts off of the side of the road if I tried for 80!
I had a ’64 Chevy 1/2 t with the gas guzzling 290 cu. 6 cyl. A previous owner had installed a 5 speed transmission (or maybe it was factory?), with 1st being the usual granny gear and 5th overdrive. At 55-62 mph I could get 17-19 mph; any speeds over that and one could hear the aerodynamic angels groan. Torque was huge in that engine, so it was easy to loaf around at low speeds.
It came to me with an insulated cab-high camper top. A sheet of plywood across the front was a perfect bed for our younger selfs and the dog slept under. A simpler time.
Sounds like a great trip Paul! Excellent fuel milage – my 1978 F250 with a 300-6 and 4.11 gears rarely sees much above 14 on the highway, although like you it’s relegated mostly to in town and property jobs. It would certainly benefit from an overdrive.
On any of my various 300-6 powered trucks I’ve never seen that mileage; although all have been 4X4’s with some degree of larger/wider tires.
Thanks for sharing!
Great post, Paul. I’m not very familiar with that part of Oregon. It looks and sounds like an old truck with the window down is the perfect way to experience it.
I think it’s been said here before, but what is it about a vehicle the age of your F100 and driving with the windows down? When I drive my old car, it just seems to demand that the window be down and that the only sounds are the wind and whatever sounds the car is making. Modern vehicles, I generally prefer the windows to be up. I’m not sure that I understand why that is, but it’s the case for me.
The new wheel cover is perfect. Just the right touch of class.
Finally, I’ll add my vote for old(ish) steel road bikes. I have several, one of which I ride daily (albeit it’s set up as a stationary bike). The others are just fun to look at.
Jealous much Paul, my 66 vehicle is still in dock waiting for me to reassemble the brakes the refreshed engine showed up some shortcomings in the stop section, so the second half of the refresh needs to happen so I can drive the car again
A 60s truck with a canopy has echoes of John Steinbeck’s “Travels With Charlie”. I’m more familiar with the northern part of the valley which is mostly wine grapes and hops these days, although one of my company’s clients is a grass seed company. BTW the Wheatland ferry and the Canby ferry are free for bicycles and pedestrians. We used to take our kids and our Burley trailer to Willamette Mission State Park to ride to the ferry and through the fields. We also had a tandem for a while but sold it on when our daughter lost interest.
There is nothing like a road trip on secondary roads with the windows down in a ’60s vehicle. I am in the midst of purchasing a ’65 Corvair and looking forward to heading up Vancouver Island on 19A (the old 2 lane along the shoreline) this fall.
The 240 was a surprisingly torquey beast and your geartrain seems to be perfect. Love the old Sun tach in the dash!
The Corvair will be perfect for two-lane roads. It’s nice and quiet and comparatively cool because all that engine noise and heat is behind you, in addition to its easy handling.
You beat me to the comment on the Sun tach – love it! I have one hose-clamped to the column of my ’65 Mustang, where it’s been since I put it on there when I was 13.
The tach was a very early addition. It was just the right size for one of those two round blank spots that were used for gauges in the medium-HD trucks. What shall I put in the other one?
“What shall I put in the other one?”
A vacuum gauge .
-Nate
Ha ha, Nate. I was just going to say that. That truck is crying out for a vintage-look vacuum gauge.
Yeah, I’m looking forward to it. Just did the deal this afternoon. ’65 Corsa with the 4 carb engine and 4 speed. Drives like a new (’65..) car!
I hadn’t driven a Corvair in many years, but it all came back to me in a rush after a short time. There’s nothing else quite like them!
Oooh! Very sweet. I’m still tempted by a Corvair. Although my head knows a gen2 is a better car, my heart goes for the gen1. Must be because it was my first car.
My preferred solution for the “open windows” is to open the sliding glass panel on the rear cab window. Marginally less road “whoosh” and no buffeting. I am surprised how few people open that window, when so many pickup trucks have them installed.
I use a full sized pickup as a daily driver. It encourages “committed” driving, as you are not going to quickly swerve or slow down very fast (relatively). You must commit to a speed, trajectory, and distance from the car in front of you that is in keeping with the limitations of your vehicle. By doing all of that (along with the bit of reluctance for others to follow too closely or dive-bomb you on the road), drives are more peaceful and produce less anxiety, at least for me.
Thanks for the travelogue, Paul. Nice to see that the official vehicle of CC doing so well.
The Willamette Valley is on my to do list, travel-wise, as I’ve heard it is beautiful there, and your pictures confirm this.
I must agree that Willamette Valley wines are among some of the best in the world, especially from their signature grape, Pinot Noir.
As to it being Hop Country up that way, this is very well known within the Homebrewer Community… in fact, Willamette Hops (the varietal, not necessarily the location grown) are used in my own Porter when I brew it. Sierra Nevada Brewing Company uses that varietal in their own Porter as well, and also uses Perle Hops.
I enjoyed your article … I had a ’67 Ford 100; I currently own a ’93 F-150 XLT that gets occasional use … it desperately needs a new leather wrapped steering wheel and a DIY paint job.
Here’s our vacation rig, my wife’s ’86 Mercury Grand Marquis LS and our ’63 Airstream Bambi. We just finished the brakes; that’s why the wire wheel covers are missing … they need a good cleaning … it’s easier to accomplish that when they are on a workbench. The Bambi needs a new axle; we may try to rebuild it. Then it needs a good polish. Cheryl’s Mercury has a Class II hitch and a set of air shocks. Our Bambi is 1800 GVW, with 180 lbs on the hitch, so her Big Mercury has no trouble pulling our classic Airstream. Currently, we are refurbishing the fuel tank and will install a new fuel pump; I refurbished the sending unit. We are a few days away from “firing it up.”
The white car in the background is my wife’s ’96 Mercury Grand Marquis GS … it’s in need of a new intake manifold. My car is a ’93 Mercury Grand Marquis LS. Our daily driver is an ’04 Ford Taurus; we don’t mind fixing and driving the classics!
Our “shakedown cruise” will be a weekend trip to Reelfoot Lake as our newest state park is only a two hour drive northwest of us.
Did anyone notice how large that SUV is in comparison to Paul’s truck on the ferry??
Thanks for stirring up great memories of my ’69 F-100, Paul. The 240 is plenty for these trucks – I was never in a hurry anyway, and especially enjoyed late Autumn runs to the landfill or sale barn with a load of hay – window down, no radio, just the engine chugging along and sounds of the countryside as we rolled past.
I enjoyed a lot of things about this post. It felt like a quick trip to and around that part of Oregon. I had never watched that YouTube video before – I’m pretty sure I would accidentally kill your truck if I were to drive it, even with proper instructions. Reading about Willamette Valley providing something like 90% of the world’s grass seed made me think of being a kid and watching that process happening every spring with my parents’ front lawn.
Long may the ’66 F100 live.
Just to clarify (and you probably knew this): grass goes dormant (brown) in the winter in cold climates (and in the dry summer here), but it doesn’t die. It just becomes active again when it warms up (or gets rain). The seed is used for new lawns and gold courses and such. The demand for seed tends to follow the building industry; ever since the great recession, that’s been lower than historically, so now there’s lots more wheat (and some oats) being grown.
A lot of it went to China as it developed rapidly, and huge areas there were planted with grass to help keep the dust down, a big problem there when it’s windy.
Thanks, Paul. No, my dad had a whole process for our lawn come spring. We’d rent a thatching machine to get up all the dead grass, rake it all, and then my dad would put down new grass seed in all the spots he felt needed it. He wasn’t in competition with the neighbors, but a really nice lawn was his pet project.
I can still remember the way he pronounced “grass seed” – there was some transposition of L’s and R’s the way he said it in his accent.
This was a very enjoyable read. There are a lot of “nevers” for me, as in never having been in Oregon (I’d like to someday) and never having driven an old-school overdrive manual transmission. I did have lots of seat time though in my mom’s 1967 Chevy Bel Air with the 250 six and 3-on-the-tree. I remember reading in that car’s owner’s manual about the available overdrive.
Your truck and Novarra bike both have mine beat by quite a bit in age — my Nissan Frontier is a ’98 and the Specialized mountain bike (chrome-moly steel, no suspension) is a ’91.
My first pickup was very similar to Paul’s, a 1971 Chevrolet C10 with 250ci six and three speed manual, but no overdrive. Weight may have been slightly less as it was the short bed model and no OD. Yet, I was only getting 13mpg on the highway. Both came with similar gear ratios and tire sizes, engines, at first glance, seem almost the same as well, 140/145 gross hp. The important differences are not only the OD, but torque peak rpm. Paul is correct, old carb’d engines are most efficient at peak torque. Torque peak for the Chevy was way down at 1600rpm, a problem at highway speeds. I had no tach, but calculate about 2600 rpm @ 60mph. I ended up swapping in a stock ’64 283, which has a torque peak at 2400 rpm. My highway mileage went up to 17 but I usually ran closer to 70.
A wonderful article Paul .
Nice to see you’re getting excellent (IMO) fuel economy .
The photos are very good as is the detailed information about the land use .
I can’t tell if your floor has a rubber mat or is simply painted . a bit of closed cell insulation will help your ears, I’m nearly stone deaf from running noisy oldies like this since childhood .
I agree, you should do a deep service then hit the road in this old nail, it should be lots of fun .
An old man and his truck is a beautiful thing .
EDIT : if your engine is chugging along it’s in the wrong gear
Nothing beats the sweet hum of a well tuned i6 engine .
-Nate
Reproduction rubber mat. This truck has zero sound insulation, no headliner, etc. I have damaged ears so I wear my Bose noise cancelling headphones much of the time. Otherwise my ears couldn’t take it.
Not sure what you mean about the engine chugging and being in the wrong gear. I think I’ve learned how to keep it in the right gear. 🙂
BTW : I received a notice of a Peugeot 403 Bakkie today but the link goes to an American car…..
-Nate
It went up briefly by mistake. It’s now scheduled for Saturday.
I have had the good fortune to drive through central and coastal Oregon. They are both beautiful and the Willamette Valley is really pretty. Now I want to explore the eastern parts of the state!
It is interesting that you bring up the subject of power. In a world with speed limits, having big horsepower is just a waste of resources. It costs a lot and everybody loses in the long run. The 240 six in your truck moves it along just fine and any one I have ever driven felt plenty peppy.
I drive with all my windows down any chance I get, which isn’t all that often in the Great White North!
That was fun. My two youngest sons and I went to the truck show on Saturday. We drove our 65 El Camino across the Wheatland ferry, with the windows down of course. Did you see the miniature log truck?
Maybe not. By miniature, you mean scaled down? There’s a scaled down Freightliner in the museum, but I don’t remember a logging truck. Maybe it wasn’t there yet on Friday.
I will try again to post a picture. It didn’t work with my earlier comment
Thanks for this. My 64 Comet spent 50 years of its life in Tangent so must have driven over those roads more than once or twice, but I did not realize how some of the scenery is like here in Lower Austria (with a similar ferry over the Danube 5 minutes from me). Am very envious as I’m still going through the saga of getting the car past the Austrian road-worthiness inspection (just as bad as a Japanese Shaken in my view) so that I can get SOME driving before the salt is re-introduced to our roads for the big freeze.
Yes, it is similar to that part of Austria. It’s hard for me to fathom the challenges of those inspections.
I loved reading this! My only point of reference is the 63 F-100 I once owned. Its smaller 223 6 was quite adequate, neither under nor over powered. But it would get busy on the highway with its short gearing and lack of OD.
Your fuel mileage is impressive. I wonder if it might have been higher yet with the tailgate down instead of up.
I enjoy windows-down driving in the right weather (not the 96 degrees we had here yesterday). But I think that modern cars’ lack of a decent dedicated fresh air ventilation system takes much of the joy out of it for me. Your truck (as I remember) has the old-school cable-controlled cowl vents, which was great for keeping cool on all but the warmest of days.
Yes, it has floor vents, but they were closed as it wasn’t all that warm.
The myth about pickups getting better mileage with their tailgates down has been busted some time back; it’s the opposite. The tailgate creates a vortex inside the bed that makes the passing air go right over it.
https://www.hardworkingtrucks.com/trucks/pickups/article/15045074/tailgate-down-myth
This was a great story. Driving the back roads and county highways is the best way to see the countryside. A couple of Summers back we drove from Klamath Falls to Medford on back roads, it was a lot of fun. I like driving with the windows down, though our newer vehicles, it seems to generate a lot of turbulence with the rear windows down.
I thought that my ’66 F250 was a very handsome truck, but very basic. Sixties era Ford trucks can make great hobby vehicles that can still do a lot of work.