516 E. Bristol St
Elkhart , Indiana
$31,500 , best offers considered
Item Location: Elkhart, IN
IS IN ELKHART IND I OWN THIS MECHANICAL MASTERPIECE
IS ALMOST LIKE-NEW
IS PROBABLY THE NICEST 32 FORD PANEL TRUCK ON THIS PLANET
NEW LOWER REDUCED PRICE NOW ON 1 26 19 TO SELL FAST SO HURRY U SNOOZE U LOOZE
DEPOSIT GETS IT
NOW ONLY 31,500 OBO NO TRADES
FINANCING SHIPPING EXPORTING AVLB
(IMPORTANT; I just bought and own this truck from the dealer shown in the photos; so please dont call him. thanks rps)
HAS IT ALL
VIN (Vehicle Identification Number):5176438
Mileage:77946, SINCE NEW IN 1932 79 TEARS AGO!
Vehicle Title:ClearEngine:4 Cyl.
For Sale By:DealerManufacturer Interior Color:Black
Exterior Color:BlueManufacturer Exterior Color:Blue
Interior Color:BlackNumber of Doors:3 Doors
Solid body and frame, no rust i know of
paint trim chrome and varnishd wood floor is extra nice
Runs and drives great
Attention Ford dealers and small business owners; put your name on it and use for advertising, parades etc and write it off ure taxes.
B is for Banger from Hemmings Motor News
August, 2016 - David Conwill
For 1932, Ford introduced an improved version of the Model A four-cylinder to accompany the new V-8 in its cars and trucks. This 200.5-cu.in., 50-hp engine was known, appropriately enough, as the Model B.
The Model B shared many elements with its Model A predecessor, and the two had a great deal of physical interchangeability--attested by the fact that today, many updated Model A's incorporate some or all of a Model B engine for improved driveability. A prominent change between the Model A and Model B engines was the addition of significantly more bearing area: Larger diameter bearings for both the connecting rods and mains meant better durability and more potential for power.
An oil passage below the valve gallery that fed pressurized oil to the main bearings--as opposed to the dip-and-splash system used on the Model A engine--was another improvement designed to make these engines more durable. The rods were still lubricated with dippers, however.
The refinements to the oiling system led to one of the more noticeable external differences between the A and B engines, the lack of an oil-return line from the valve gallery to the bottom of the crankcase on the passenger's side on the Model B engine. Ford utilized this freed space for the addition of a mechanical fuel pump driven off the front of the camshaft to replace the gravity-feed fuel system used on the Model A.
Both the crankshaft and the cylinder head, as well as some changes made to fit the Model B engine into the 1933-'34 Ford chassis have created some persistent myths about the Model B. It is rumored that 1932 Ford Model B crankshafts came with no counterweights at all, like a Model A crank. Given the paucity of non-counterweighted survivors and the illustrations shown in 1932 Ford advertising materials, it seems more likely that the big difference between 1932 and '33-'34 crankshafts is a change from sweated-on counterweights to integrally forged counterweights. Both cranks are good, but the forged-counterweight cranks are preferred for their ease of reconditioning.
Also confusing are the cylinder heads, because Ford chose to distinguish a 5.2:1 compression "Police" head offered for the Model A with a cast-in "B." When it was time to distinguish the Model B head, Ford used a cast-in "C" for the Model B's 4.6:1 compression head. This, coupled with the change in counterweights and a shorter water pump used to clear the angled radiator introduced in 1933, has led to enthusiasts labeling the '33-'34 engines as Model C.
Other improvements over the Model A included a better camshaft profile (often incorporated when Model A cams are re-ground for touring), larger carburetor with power jet tube (which acts like an accelerator pump) and a distributor with centrifugal advance weights instead of the manual spark advance on the Model A. Ford made numerous other improvements to the B--too many to list here--which combined with limited demand after the V-8 caught on, make them rare and sought-after engines today.
This article originally appeared in the August, 2016 issue of Hemmings Motor News.
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