Just the Facts
Model: Three-Window Coupe
Owner: Brad Lindig
Seeing the words "Engine by Art Chrisman" inscribed in the Ardun valve covers is enough to
Why did you build this car? We ask everybody that question. Brad Lindig's answer was to the point: "I have a few roadsters and I wanted a closed hot rod."
There's nothing unusual about that, except that it's a bit of an understatement, considering that the Lindig name is associated with some of the most beautiful roadsters around, including the 1927 track-nose T that was judged America's Most Beautiful Roadster in 2012.
Of course! You knew there was a reason that silver paint, Indy wheels with bronze knock-offs, and Indy car–style number 3 painted on the doors—not to mention the classic hot rod styling poured all over Brad's coupe—looked familiar. Those elements were inspired by the Indy Speedster 1927 track-nose T roadster, owned by his father, Bill. It's only been a year-and-a-half since that roaster showed up on these pages and less than two years since it won the big prize at the Grand National Roadster Show.
In addition to being plenty powerful and amazingly eye-catching, the Art Chrisman 1950 For
Just as Bill's AMBR winner is a tribute to early Indy roadsters, Brad's 1932 is a tribute to his father's roadster. In fact, the coupe was dreamed up as a roadster project. Danny Burroughs at Bruce's Rod Shop in Spring, Texas (just north of Houston where Brad lives), built the chassis using SO-CAL Speed Shop components. It started with the step-boxed replica 1932 frame, with a 107-inch wheelbase, 1 inch longer than stock. The handling goes further than stock as well, thanks to a front leaf-spring suspension with drilled hairpins, spindles, mono-leafs, tube shocks, and a Panhard bar, all from SO-CAL. In back, ladder bars locate the Halibrand Champ quick-change rearend. The springs are Model A with SO-CAL tube shocks and a Panhard bar.
Halfway through the he build, Brad's roadster project shifted gears and became a coupe. In the process, the car ended up in Pomona, California, to be finished by Pete Chapouris and the crew at SO-CAL Speed Shop, the same shop that had finished the Indy Speedster. The transition from topless to closed hot rod was simplified somewhat by using a brand-new steel three-window body from Brookville.
Look beyond the chromed drilled I-beam axle to see the finned billet oil pan, custom-built
Around the corner from SO-CAL, at the Bomb Factory, the Kennedy Brothers chopped 2 inches out of the top to provide the perfect traditional profile to the body. Unlike the Indy Speedster, which has been shaved of external door hardware, the coupe wears outside door hinges and stock Deuce handles. The steel two-piece hood is from Rootlieb. The headlights and taillights are stock 1932 Ford. The tinted green glass came from Kotto Glass. The spreader bars at both ends of the framerails are painted stainless steel, in contrast to the chromed front suspension parts.
The open hood sides reveal the expected and the unexpected. Expected is a well-detailed and dressed traditional engine. Unexpected is a fully polished, S.CO.T.-blown 1950 Ford with Ardun/Ferguson aluminum heads, built by Art Chrisman.
As you remember from hot rod history class, Art Chrisman is one of the greatest pioneers in early drag racing (and dry lakes and Bonneville racing) with a lifetime list of impressive accomplishments, records, and "firsts". He and his son, Mike, own Chrisman's Auto Rod Specialties (CARS) in Santa Ana, California.
A Halibrand Champ mag center quick-change with 4.11 gears in an open differential spins 31
The Ardun OHV conversion hemi heads were developed by Zora and Yura Arkus-Duntov in the 1940s. Don Ferguson Sr. and Jr. raced Ardun-converted engines and eventually built new versions of these rare heads based on the original designs and improvements developed by Don Clark and Clem Tebow, as well as Don Orosco.
The S.CO.T. blower, another vintage piece, sits on a Ferguson intake manifold and is topped with a pair of Stromberg 97 carbs underneath a Thickstun air cleaner. In order to ensure that the extraordinary engine is appreciated by ears as well as by eyes, Bruce's Rod Shop constructed a set of 1-1/2-inch exhaust headers feeding 2-inch pipes with a pair of round glasspack mufflers. Maybe that's why there's no stereo in the 1932. What music sounds sweeter than the exhaust notes streaming from a Chrisman-built Ardun engine?
A Stewart-Warner speedo, temp, and oil pressure gauge fill the engine-turned stainless ste
A TREMEC TKO five-speed (built with McLeod Racing clutch and Schiefer flywheel by Bruce's Rod Shop) is both bulletproof and highway-friendly, a good combo behind that engine in a rod begging to be driven.
The body isn't the only thing that changed during the build. The same happened with the decision on the paint. Brad says that when the 1927 T won the AMBR award they decided to paint the coupe to match. The car was delivered to Mick's Paint in Pomona where the Indy Speedster had been painted. Mick Jenkins sprayed the 1932 with the same shade of PPG Mercedes-Benz Iridium Silver, and Dennis Ricklefs of DR Design duplicated the number 3, adding "Jr." to call out the coupe's lineage.
The interior features a combo of just-right components. The wheel and column are stock ’32
For an upholstery job capable of keeping up with the rest of the car, the coupe was sent to Gabe's Custom Interiors in San Bernardino. Gabe Lopez hand constructed a custom bench for the 1932. Cinnamon-toned Ultraleather covers the seat and door panels. Brown German square-weave carpeting was laid over the floor and in the trunk. Stewart-Warner blackface instruments were added to the stock 1932 dash. Additional Sterwart-Warner gauges were installed in a custom below-dash panel, with the tach mounted on the 1932 steering column. Evin Vedzie at SO-CAL installed the wiring. Vintage Air provided the complete A/C system.
Rest assured that the elements that make Brad's 1932 look so good on the floor at a car show or in pictures in a magazine are put to use in a practical way. Although the coupe did make its debut under the lights at the 2013 GNRS in January (a year after the Indy Speedster won the big trophy), one of Brad's most memorable experiences to date was driving from Houston to Austin for the Lonestar Round Up in April. Could that be another answer to our favorite question: Why did you build this car?