'32 2-Low

Turns out rodders on the East Coast knew a good thing when they embraced the channeled stance for their cars decades ago. (How's that for giving props long overdue?) There can be little doubt that channeled cars, present and accounted for since the beginning of rodding time, were kings on the East Coast while the boys nearer the Pacific were influenced by the dry lake or "salt" look followed by the raked stance drag racing offered. Yes, there were (and are) famous channeled cars up and down the West Coast, but there can be no denying that our Eastern brethren fully embraced the channeled look.

Once you get past the "wow" factor of Bob Dron's (Oakland, California) latest ride, you surely see the East Coast influence on the Moal-built Deuce lowboy. (Bob is no stranger to hot rods or Harley's as the owner of Bob Dron Harley-Davidson in Oakland, California.) There's little doubt the Moal staff built one hell of a hot rod. All this while paying tribute to the early days of East Coast rodding and simultaneously accounting for the modern demands of appearance, performance, and drivability. Steve Moal achieved the channeled look via his unique chassis without sacrificing cockpit fitment, allowing Bob, a 6-footer, to fit comfortably. Built to look like a channeled car, it isn't as the intention was to rest at its current ride height while maintaining interior space.

It took the Moal crew two years to fabricate this fenderless 1932 Ford roadster, but the car was in the "brain phase" for several years before that as Steve and Bob debated the look of the car. As Bob likes to tell the story, "So, you are telling me you can't build this car?" Apparently that was the button that needed pushing, because soon Steve and his staff were off and running. The body and grille comes through Brookville Roadster, which in turn is outfitted with the Moal touch that includes custom windshield and posts, aluminum roll pans (rocker panels) front to back, rear wheelwell panels, and aluminum hood and side panels with stock appearing louvers. The body is minus external door handles, but stockers reside inside. Kudos to Darryl Hollenbeck and Mike Wenger, both of Vintage Color Studio, for the beautifully applied PPG red paint and the flawless bodywork.

Steve is well known for distinctive-appearing rods, all of which carry one absolute--any rod coming out of his shop will ride, drive, and perform with the best, and we do mean the best! You will not find the typical set of Deuce 'rails residing under this roadster, but rather a 2x4-inch rectangular tubing forming an outside perimeter with 1 5/8-inch round tubing with a triangulated center spine (enhance beam stiffness) tying it all together. The simulated front framehorns were fabricated by Steve to represent what would normally be present belying the integral framework within. (Steve's signature frame is typical of a Trans Am race car chassis.) The steel floor panels are welded to the chassis allowing the body to serve as a skin that shrouds the entire framework. You could drive this roadster sans body and not sacrifice any integral strength.

The chassis is based on a 110-inch wheelbase, again with the purpose in mind to build a car that would be a well-handling and well-riding car. The rearend is housed around a Strange 9-inch aluminum centersection, axles, and a 3.73 limited-slip ring-and-pinion. Coupled to this you will find a Moal-built Panhard bar, four-link, torsion bars, Strange double-adjustable shocks, and Wilwood calipers and 10 1/2-inch rotors.

In front there is the obligatory dropped and drilled I-beam coupled to a Moal-built torsion bar system that utilizes early Ford spindles and power steering with a quick 12:1 ratio. Again you will find Strange adjustable shocks (formerly coilovers with the springs deleted and replaced with custom tube covers) and, again, Wilwood calipers and 10 1/2-inch rotors.

On the subject of brakes: The master cylinder is comprised of a pair of individual CNC reservoirs tied together with a bias bar, all pressed into service with a Moal pedal assembly. Steve uses a 3/4-inch master cylinder bore in front and a 7/8-inch bore in the rear, thereby eliminating the need for a proportioning valve. The clutch is operated by a third CNC reservoir operated by the obligatory "third" pedal necessary for a real hot rod.

On the subject of steering: The quick ratio Saginaw power steering box comes by way of Tommy Lee of Lee Manufacturing after it was "tweaked." Other steering appointments include the Lime Works '40 Ford steering column topped with a Juliano's Interior Products billet wheel that looks thoroughly period-correct right down to the pinstripes by Rory.

The '40 Ford dash serves as home for the stock gauge panel that's illustrated with Classic Instruments hardware, while all wiring was aptly connected by Curt Hill from Steve's shop. The distinctive dash is detailed through the use of red and white hues while Rory again applied his striping brush for the final accent. Other interior dress-up items include the Moal-built shifter that neatly operates the Tremec five-speed gearbox; Bob Drake mirror (outside a pair of Drake mirrors resting on Moal stands can be found); bucket seats featuring white Naugahyde with red piping by the Bay Area stitch masters at Sid Chavers Fine Auto Upholstery. The carpeting is black loop trimmed in red and fitted with red heel pads.

OK, so much for the "fluff," let's get down to the heartbeat. Yes, it's a small-block Chevy, all 355 inches, but the magic lies within with the magician himself, Tom Walsh, a well-known Bay Area engine (and hot rod) builder. After the S&S Automotive machining was finished it was time to turn Tom on! The 400-plus engine revolves around a steel Chevy crank, Chevy Pink rods fitted with Federal Mogul bearings, and .030-over 10 to 1 JE Pistons wrapped in Total Seal rings. The bump comes by way of a COMP Cams camshaft while the cylinder heads are steel Chevy's equipped with COMP Cams valves, springs, and Chevy rockers. Delivering the fuel to the thirsty cam and head combo is a Hilborn electronic fuel injection reminiscent of a '60s era mechanical f.i. system while firing the load falls to a Joe Hunt ignition linked to a MSD box and Taylor wires. Getting the power back to the rear is a combination of a Centerforce clutch/flywheel and a Tremec five-speed attached to a Drive Line Service driveshaft.

Possibly saving the best of the best for last, the car does have a distinctive look that results from the use of '53 Olds caps riding over the 6x15-inch painted steelies in front and the 10x15-inch steelies in back. The forward rubber is a pair of Coker wide white radials measuring a "slender" 185/70R15, while in back the more robust BFG rubber comes in at 255/70R15. Now before you get your boxers in a bunch and begin screaming obscenities for not using tall and skinny bias tread, please keep this in mind: You can drive this buggy at speeds to be determined without any fear of overstepping your tire performance, 'cause it has the ponies and the chassis to hustle down the road. With that said, we believe this hot rod has the right look and plenty of performance to match--well done.