Back in the day, people didn’t actually restore old cars. At least not in the way they do today.
Nowadays, a restored car means that it has been completely rebuilt. The engine, transmission, and drive train have been rebuilt to like-new specs. The bodywork has had any rust or damage repaired with down-to-bare metal refinishing, followed by numerous coats of the appropriate color paint. The chrome work has been replated. The interior has been reupholstered with appropriate materials, and the various accessories such as the radio, heater, and clock have been returned to full functionality. The car should appear as it did in the dealer’s showroom when it was new. Actually, most fully restored cars are finished to a higher standard than those found in a factory-fresh vehicle.
In many cases no expense was spared during the process. Certain models were worth quite a bit of money once completed. However, now the cost of rebuilding has become so expensive that it will often exceed the value of the car. The value of many collectible cars has been dropping lately from the heyday of the hobby a few decades ago, and fewer full restorations are being performed.
However, reading through my collection of my Old Cars Weekly anthologies, I learned that keeping costs contained was very important to collectors back in the ’50’s, 60’s, and ’70’s.
I managed to find copies of these anthologies in an old bookstore many years ago. I had subscribed to this magazine for several years in the 1980’s, and I still might have a box of them stored in my garage or attic.
I found this book to be quite amusing from the standpoint of today’s attitude toward restoration. Back then almost all old cars were pretty much worth very little. Because of this, nobody wanted to invest much money in their repair, rebuilding, or restoration. These cars were not seen as investments; old cars were a hobby. No one was going to make any money off the average old buggy, and you tried to keep your expenditures to an absolute minimum.
The point was to find a pristine, well-maintained, original example. An “Uncle Daniel” as I once heard them referred to. I remember reading an article in one of those Old Car Weekly anthologies about the disposal of a fellow enthusiast’s estate. Many desirable cars were auctioned off. For the most part, his surviving friends were satisfied with their purchases, except one guy who got stuck with a “dog,” a car that needed mechanical repair. It was pristine in appearance but it was an “oil burner,” a real embarrassment to the buyer.
It’s kind of hard to believe that in the early 1960’s these Pre War Classic cars were only around 30-40 years old. Most of the desirable post-war cars were just old used cars. The life span of these cars, and in fact new 1950s-’60s cars was pretty short. Most cars would require a valve grind at around 30-40,000 miles, and a complete overhaul before they reached 100.000 miles. Back then, anyone who drove a car with that kind of mileage was either eccentric or just as poor as a church mouse. Or maybe just elderly.
After all, lots of older folks didn’t buy into that myth of planned obsolescence. You bought a car, you kept a car, you fixed a car. None of this keeping up with the Jones nonsense. A 1940 Ford was a good-looking car when new, and still is. You would still see many cars from the Forties and Fifties parked in the driveways of some of the neighborhood’s more senior citizens. Even better was when the garage doors opened to reveal a gleaming 1930’s beauty that had been lovingly maintained by its now elderly owner.
As always, buying the best car in the best condition you can find is always the best idea. And there were lots to choose from. Just keep your eyes on the Obituary column! New cars were coming on the market all the time!
Not to say that these cars were always so well maintained back in the day. Money was tight, especially during the Great Depression. Many of these old worn-out cars of the ’20’s and ’30’s were consigned to the scrap metal drives of the times.
I found several copies of “Motor Service” magazine at an antique sale. This was a trade magazine sent to mechanics and service shops, not circulated to the general public. This copy was dated March 1935.
Besides the well-dressed motorists quizzing the master mechanic on the front page, there was a thorny question posed in the article: “Fit the price of the job (repair) to the value of the car.” When you have a prospective client with a four or five-year-old car worth maybe 85.00, there isn’t much chance to sell him on a complete motor reconditioning job for 65.00. The article goes on to detail a less expensive alternative that would call only for a light cylinder hone, new rings, and a spring piston expander insert. It doesn’t name this reduced cost, but I would figure that this could only have been priced at around thirty bucks. Maybe less.
Bill’s answer to the well-dressed motorists on the cover was that they needed a Ramco Overhaul. The ad claimed it could be completed for half the price of a 40-75.00 rebore job. These prices seem ridiculously low to our modern eyes but at the time you would be lucky to bring home 5.00 a day.
Even after the post-war recovery and economic boom, many people were still interested in low-cost methods of keeping their old beaters on the road.
If the car was an oil burner there were inexpensive strategies to fix the problem. A ring and valve job consisted of grinding the valves seats, honing the cylinders, expanding the pistons with an internal spring steel insert, or “knurling” the piston skirts to raise the surface of the metal. If the oil pressure had been low, then a set of new replacement main and rod bearings would be fitted. Maybe even a new or rebuilt oil pump would be included, if you planned on keeping the car for a while.
If not, then a can of “Motor Honey” could be added whenever the motor was down a quart. This would probably reduce the blue cloud and quiet a few knocks for a bit. Back in the ’30’s, ’40’s, even into the ’50’s, labor was very cheap, but parts were very expensive. So there were many ways to rebuild, re-bush, and resurface whatever parts in your motor were worn out. Engines were routinely “torn down” by the corner gas station mechanic, resulting in an overhauled motor. Not a “rebuilt” or “remanufactured” motor. Re-manufactured usually meant that precision machining had been done to restore the internal surfaces of the motor. This was often done at a factory-like facility.
Of course, there were wreckings full of banged-up cars that could provide a used but still running engine, that would provide a few years of additional service. It was faster and cheaper to swap out a complete engine, and this required minimal mechanical expertise. Any components that were needed to repair a car were also available, and the parts were inexpensive and could be used on different model year vehicles. Lots of tires, batteries, starters, and generators were available. Body parts were plentiful and these parts, unlike with modern cars, could be bolted on by almost anyone.
Of course due to the low value of older cars, and the plentiful supply, anything beyond a minor fender bender meant that the car would be scrapped. Another example of why almost any car could be easily located and bought cheaply.
Depending on what the motor needed, a new gasket set, with new main seals would reduce the embarrassing drips of oil wherever you parked. Brake shoes could be “re-lined” with new friction material. You could rivet this on yourself! A rebuild kit for the wheel cylinders and master cylinder only cost a couple of bucks. Add a set of recapped tires and you were good to go.
This was the strategy followed by the bucks down motorist, and it was also followed by the old-time restorer
Steps would be taken to preserve the original interior panels and upholstery. Old leather seats would be treated to softening and rejuvenating lotions. Cracks would be stitched, and voids would be backed up by sewing in canvas to the underside of the original upholstery coverings. Worn, or torn cloth coverings would be replaced by available non-original fabrics, or the covering would be removed from the seat and patches sewn in. Every effort was made to preserve the original interior, whenever possible, in order to keep costs down.
Likewise, the original paint was buffed and polished and only touched up as needed. Because older cars had separate fenders and other body components, it was possible to touch up and repaint only the necessary areas.
Of course, if the paint was too far gone, or the restorer was real fussy, there was always Earl!
Jose, Wonderfully informative article; thanks so much for writing it.
Great memories and ads. Reminds me of Grapes of Wraith when they wound copper wire in the piston ring grooves to keep the engines going.
IIRC from my memory of the book, they used the copper wire to compress the rings to be able to insert the pistons back into the bores. They reasoned that the wire would be soft enough not to do any damage to the cylinder walls one the engine was rotated and running.
And I don’t remember any automotive details from the Grapes of Wrath…so now I’m going to have to go back and revisit it. Something I really should have done anyway.
Thanks!
Currently the most difficult aspect of owning a classic auto is finding qualified people to work on it. My list of so called restoration shops is a long sad & expensive story over the last ten years, spanning two countries. The previous owner apparently was trying for a factory correct restoration 24 years ago as indicated with the boxes of paperwork I received when I bought the car ten years ago. Apparently he gave up. When I received the car it looked beautiful and all the major items were done. However, its all the little mechanical issues that I have dealt with. Recently two specialty shops worked on a mild acceleration issue taking months and big bucks but never fixed correctly. But I am happy now I finally found a shop that fixed the issue in a matter of days, plus some big bucks. Turned out to be one small rubber hose and one small loose spring. It took me a few years and one classic car to realize my need for perfection is no longer important in my senior years. Many mechanics have told me I could drive across country without issues but I still hold my breath every time I lower or raise the convertible top or operate power windows designed 58 years ago (even though everything has been replaced).
My advice for anyone longing for a older car is join a brand / model specific club with an on-line forum. My forum has been fantastic. In my journey with my old car it has helped to know I am not alone.
This mindset shows up frequently in the Popular Science “Model Garage” series (featuring Gus Wilson) that ran from the late 1920s-1960s.
I found a stash of old Popular Science magazines at my grandfather’s house when I was a kid. Loved reading the “Model Garage” stories.
Five years ago, I tried to restore a 1971 Super Beetle. It was barely running when I got it and had a fender or two that needed work. Looked like I was the 4th person taking this project on. Try buying *good* parts for an old beetle these days! All from China and pretty badly made. How about a new ignition switch that lasts ONE start! Went through three of them before I found a good used OE switch.
It seemed like restoration started taking off in the mid 70s as values rose. People started thinking of cars as investments and repro parts/kits for popular cars like Model As and early Ford V8s became popular. Then came the Mustang thing.
I came along at the tail end of the era where old, white-haired guys knew how to pour bearings or re-wind a generator in the back of a grimy shop. I miss those places.
I recall someone saying that there were initially two pillars of the hobby – those who collected prewar Fords (Model T, Model A, V-8s), and those who collected the prewar Cords, Auburns and Duesenbergs, Lincolns, Pierce-Arrows and Packards.
THANK YOU Jose ! .
This is the drum I’ve been beating since 1967 or so .
I’m lucky in that the same folks who wrote and read these and other publications, took the time to teach me this basic concept : do the labor necessary to have a good complete job .
I still have friends who come to me for technical advice on their oldies, some have beautiful vehicles, others have daily drivers they enjoy using as they were meant to be .
Understanding how things work is critical to maintenance and repair ~ most ‘mechanics’ these days cannot diagnose anything, they just throw parts until it runs or they hide behind “oh well, they _all_ do that” B.S. .
My 1946 Chevy 1/2 ton shop truck I bought n 1976 had a 1957 235 C.I. “stovebolt” engine that ran on three and 1/2 cylinders, once I tuned it properly it started and ran fine but left billowing clouds of dense white oil smoke behind it .
I took the head and pan off, pushed out the pistons and discovered three cracked pistons and .016″ of taper in the otherwise good looking cylinders, what to do ? .
My elderly buddy who’d been a factory trained GM dealer Mechanic before WWII told me ‘no worries, just get some “chrome” piston rings from Hastings and it’ll be fine .
I had no $ to have the block bored so I gave it a god and Lo ! it not only ran perfectly but never a puff of smoke and it was my tow vehicle until 1988 when I foolishly sold it on to buy a newer shop truck (1959 Ford F100) that didn’t leak water in when it rained .
There used to be a monthly magazine called “skinned knuckles” ~ I subscribed a few years and every article was written by someone who actually did the hands on works and always had explanations of how things works and why they approached a repair in a particular way .
-Nate
Part of mechanics’ not knowing how to diagnose is that nearly 30 years into the OBDII era, all that’s involved in diagnosing engine problems on almost everything still being daily-driven is to plug in a scanner, look up the code(s) it sends up and fix what’s broken, usually but not always by replacing a sensor, seal or other secondary part. 200,000 miles without the head off is unremarkable. In northern states cars still rust out first, even though they don’t rust out nearly as quickly as they used to either.
I’m very fortunate to have a buddy in his late 80’s that’s a retired machinist, mechanic and engine re-builder. His ability to know by feel, careful measurement, and looking closely how things should fit/work is amazing. Happy my 18 year old son has been able to absorb some of his knowledge.
”How about a new ignition switch that lasts ONE start!” I received a recoil pull start assembly for my lawn mower from “Aliexpress”: that’s exactly the number of times it lasted = 1 start… I will continue to start the tecumseh with my drill since the engine itself is on its 3rd deck.
This is an excellent snapshot of old car ownership in the ’60s and ’70s. When I got Hemmings in the early ’70s it was basically all Ford, mostly Model T & A, with all other makes clumped together in 1 section! It was a red-letter day when they separated them alphabetically, and finally in sections by make in order by year! The first Carlisle show was called “Postwar ’74” and was a pioneer in recognizing postwar cars as worthy of collection.
It grew astronomically, as younger guys liked me who grew up with postwar cars were the ones that first thought them desirable! For me it started with Forward Look Mopars and ’50s Oldsmobile. Those were the days!
I’m convinced that the current trend towards appreciation of “patina” cars is due to the extreme cost of restoration now! It’s forced the trend and no wonder, it’s not worth fully restoring any car worth under 70-80+ thousand when it’s finished anymore if one can’t do much of the work themselves. A 4 dr Falcon doesn’t cost all that much less to fully restore than a car that would sell for 10 times more.
I recently sold a 1970 V-code Charger R/T (440 6-Pack 4 spd) of which only 150 were made because there was no way could I afford a proper restoration, even though I got it for peanuts because restoration would have been easily 60K or more. Auto restoration has become a rich man’s game. I liked the hobby as a hobby, but not now that vintage cars are merely thought of as an investment . After over 300 cars I’m done with it, it was much more fun 40 or 50 years ago.
The Carlisle shows were started by two friends who were asked to leave the Hershey Antique Automobile Club of America (AACA) show because they were selling parts for early Corvettes.
Postwar cars were not permitted to be shown at AACA events in those days.
Eventually the club adopted the rule that cars had to be at least 25 years old to be shown at an AACA event.
There are not many machine shops left, much less places that even want to tear down an engine in their small shop and take up a stall for an extended period of time. It seems to me that back in the day a lot of vehicle owners were more mechanically inclined. I remember my dad and most of my uncles had the ability to tear down engines at home. If something needed major work they would take the major engine components down to Jack’s Auto Supply and Machine Shop on Alum Rock Ave in San Jose, CA. Now that place was old school! Nothing like the look and smell of an old time auto parts store and machine shop. Brings back memories for sure!
Wasn’t that machine shop just down the street a couple of spots from the old Mark’s Hot Dogs? The old Giant Orange drive in? Machine shops are now few and far between around here, with very long waiting periods, and work back ups.
I used a machine shop in Fremont Calif. for my old Cadillac’s engine back in the ’70’s.
I was also a subscriber to Skinned Knuckles for many years, and I bought one of their back issue package deals, I’ve got boxes of them stored in my garage. I read every issue.
I’m glad to read that you are enjoying my commentary pieces, I hope that they will stimulate a little friendly discussion.
Modern cars don’t need much tending and servicing, the owner just has to keep the oil fresh, and topped up, and keep an eye on the coolant level. The “kiss of death” for a newer used/collector car is a blown head gasket. It’s not like pulling the heads on a old flathead, or even an old OHV engine. Fiddling with timing chains and tensioners makes the job much more complex.
This is a fascinating post. The comments are a worthy read in themselves, too. Thx, Jose!
Thanks Jose. I have three of these fascinating books. They certainly show another world, a different approach to old car ownership, and some of the articles written by oldtimers of their early days are fascinating. One in particular comes to mind, where a mechanic tells of the charging setup for early electric cars in a 24 hour parking garage; a car would be brought to the garage, charged overnight, then delivered back to the owner’s house. I could practically smell the fumes from those batteries charging!
Ramco rings, won’t burn oil anymore but they’ll eat that block up!
Used to be every parts store had a machine shop, starters and generators, turned drums and rotors, did heads, some could bore a block line bore or turn a crank. All gone! Where I live there were 3 part store machine shops, 2 independent shops, an engine reman shop, 3 radiator shops and an independent starter/generator shop. all that for a town of 30k and surrounding area. Who’s left? No one!
Thanks Jose for a terrific article. Times and tastes change, so it’s always useful to reflect upon what came before whatever the current situation is.
To me, you’re referencing a time when there was generally (broadly) much less disposable income in most segments of our society, and yet of course, people still had interest in old cars for many of the same reasons that probably motivate people today – albeit less about the “resale” and investment potentials which seem to have swamped attention nowadays. Hence, folks made do and enjoyed their restored cars in a way that met with their fiscal abilities. Whether or not that made for a better perspective on the hobby (I vote “yes”, but that’s simply one person’s opinion), who’s to say.
Regardless of how one lands on this, it’s an excellent point of reflection.
Well I can relate to the task of restoring cars. Of the six vintage cars I have only one has needed nothing. Helped that I owned the car it’s entire life. The rest, you could say, feel into my lap. I am always looking, see many, yet few if a justifiable price. I go by scaling cars from Grade 1-5. One is clearly a no expense show car and you can expect to spend 50K no matter what the car is. So most cars not worth it. Grade 2 is a 1 that is now several years old so equivalent to a fresh assembly line car.
Grade 3, where many cars reside, but where owners think they have a Grade 1-2 and priced accordingly. Means way over priced. A 3 doesn’t need lot of any kind of major work and would have no rust. Major work puts you into grade 4 and a basket case is grade 5. I look for a 3- to a 4 as I can do major work myself. Taught myself how to do body work and paint. So a $10K paint job cost me $500 in materials and my time.
I have been lucky with the other five cars which fell into my lap at extremely reasonable prices. I restore to around a 3+ to 2- condition which is perfectly adequate appearance wise. Mechanical I go a step above because I can. I don’t believe in sinking in more money that the car would be worth when done.
If I had to pin point a time when the car hobby crossed the line from hobby to a business it would be in the second half of the 80’s starting with the 1st and 2nd Gen Mustang. I can pull out ads for a Boss 302, a Shelby, or a 428CJ where the whole car, in decent condition ranged around $4-5000. In the late 70’s even less. I only paid attention to Fords back then. Then, by the late 80’s, shops started to appear that began to specialize in doing high end restorations and prices took off. That brought in all the speculators (B-J) and scam artists who now permeate the field.
Yes it was wire used to compress the piston ring to fit back into the bore from below… Tom said to the one eyed man “Got any fine brass wire?” Which was then used with the theory the wire would melt away or brass plate the bore with no bad effects.
Recently I read the current book “Why We Drive.” Each chapter explored one aspect of our involvement in cars. The author is both a gearhead and a trained philosopher, so the text is sort of a conversation between the two. One long chapter delves deep into the difficulties of rebuilding a component of his beloved Volkswagen Beetles. As he blueprints his engine, he drills deep into applied metallurgy, measurement techniques and tolerances. He observes the dwindling cadre of old guys who had a hands-on understandings of various valves and their fitment. It’s very enjoyable reading, and thought-provoking.
https://www.amazon.com/Why-We-Drive-Toward-Philosophy/dp/B07ZPGPW89/ref=sr_1_1?crid=ZOP8ZDDFEMZX&dib=eyJ2IjoiMSJ9.euwND3VWZ104N-kCzqnBKs6K0Eh_lGie_8r4q2ZF-eYGQyngceZ6jOg7h2Emwto4kYcfTR4jzr1E-YVvWhW8l1PS23o_JAmJLDAI8C2lzVnURIcB_p5DhTHJR_qYk3MUhHmFrq3z6qr2gbO3CeyheqgWFuUQWHdF4lPVoq5AtTjDsGI4Dvs4Ymoo-xPEfVWk090Hc76hQOxvvyvxvNVx1mS4kTgTcxosF2nbVEZPBfA.7Is53Qsuy67umthbSD67lsFN15vhNGVJfBE0B3gP5aY&dib_tag=se&keywords=book+why+we+drive&qid=1731136944&sprefix=book+why+we+drive%2Caps%2C114&sr=8-1
Thanks for posting the book link – I’ll check it out!
I think an important consideration in changing attitudes is that finding parts for old cars has become a very different matter with the Internet. Before the ’90s, unless something was especially common (Ford Model T or Model A, stuff like that), finding parts and spares was likely to be a hassle, so it didn’t generally make a lot of sense to buy a car missing anything you couldn’t live without while waiting for club newsletter classified ads or swap meets to provide. Now, of course, you can look online fairly easily, and if the part is not available, there are options for 3-D printing or custom fabrication that aren’t necessarily prohibitive.
I assume this was at least a factor in the escalation of collector car prices. If getting parts is going to be a project, there’s less incentive to bother with a clapped out or project car except as a hobby, or if it’s one of the relatively small fraction of capital-C Classics. Once people get the idea that it’s possible to bring condition 3 or condition 4 car back to showroom spec or better, in theory without even going farther than your mailbox, they start to raise their expectations in how much it ought to be worth, even if there’s still a lot of daylight between “COULD be fully restored” and “HAS been fully restored.”
I loved the article, but must disagree with one point. You mentioned how prices have come down on older collector cars. This doesn’t seem to be the case. Looking thru ads online, there isn’t evidence of this. Half complete project cars, or the ubiquitous “barn find” have had their prices jacked up to the level that used to be the cost of a nice running driving car. I’ve been around this hobby since I was a boy, I’m in my middle 50’s now. I still have my first car, a 1940 Ford pickup. I am working to put it back on the street after a 30 year period of it being forgotten about (long story). I find that the availability of parts has gotten better with the internet, but the quality of some of these parts is well below acceptable. The cost is usually high regardless, so anything that you find and buy that way is a gamble. I still enjoy going to a part swap/car show, many usable parts still can be found. The trend with that is when the vendor places a price on something that may need work that’s equivalent to a brand new part. Also, there’s a new mentality of turning a part swap into a flea market. Toys, crafts, clothes and furniture don’t appeal to most gearheads.
Thanks for the article, it brings us back to how we used to have it.
You are right about project cars, twenty five years ago they would have been called parts cars. Now they are referred to by the seller as “builders.” Many desirable models, especially muscle and Pony Cars are being brought back from the dead on a regular basis. That’s partly due to the availability of repro parts especially major body sheet metal.
I belong to ACCA, the Antique Automobile Club of America and follow their forum. I’ve seen that many once popular collector cars, especially Pre War models, have come down in price. Cars like the two seat T Birds, and surprisingly (at least to me) the ’40’s Lincoln Continentals. It also seems that Pre War cars take longer to sell in general.
The popularity of a car relates to their value. Sixties muscle cars and Fifties cruisers are still pretty popular. Model As, which were once the backbone of the hobby, are not so much.
Every generation prefers the cars that had appeal to them while they were growing up. I was involved with early Datsun Z and 510 models for many years before they became valuable. I’ve never been involved with the valuable expensive collector car models. I’m a low buck, DIY guy, who is now interested primarily in twenty five years old and newer cars that are still in acceptable shape. Preserve, maintain, and improve is my mantra.
I’ve been going to swap meets for most of my life, since Dad always needed/wanted parts to keep our family fleet running. I’ve been a vendor for many years as well. The trend towards “diversification” of what’s sold at swap meets began around the turn of the millennium, when the early waves of the old school collectors started dying off. Many of their descendants don’t want anything much from the “collections” but the occasional sentimental item and whatever money they can get for the rest of it. And Antiques Roadshow and the collecting/pickers shows have convinced many people that they have a money making treasure trove in their ancestors’ hoardings.
I can say, having been on both sides of this particular fence, trying to sell old car/truck parts can be lucrative if you are in the right place at the right time. But mostly it’s going to shows and carrying that stuff around, trying to get a price you’re happy with. Many times, I’ve sold things cheaper than I wanted to, or cheaper than I knew they were worth, just to get rid of them. It’s a young person’s game, and many of us in the “traditional” old car/truck collecting/restoration field are aging out of being able to continuously play it.
Good info, interesting article, but I see a disconnect between the title using the words “restore old cars” and the maintenance of daily drivers that the article is mainly about. Staying on the subject of restoring old cars, yes back in the 60’s and 70’s, values were low and restoration parts were almost non-existent, so we did what we could with what we had. Then that morphed into an abundance of parts and services available, but at a price. Today, as with many other things, there is a temptation to go all out, spending more than the car may be worth. Maybe someday, well all find some middle ground, but that will probably take a big shake-up in our lives to bring us back to our senses.