Anytime you begin a project, especially when you start on your hot rod, it is always a good idea to plan your work and work your plan. When we left off last month, the team at the Rolling Bones Hot Rod Shop in Greenfield Center, New York, had just completed some of the major surgery required to bring a fresh element of sleekness to Dick DeLuna’s 1934 Ford Highboy coupe.
When we last left off, the...
When we last left off, the frame point had been liberated from the frame, the cowl bottom was shaved off, and the changes to the framerail had created a dramatic update to the overall look of the ’34.
With the groundwork laid, it was time to focus on completing the cowl drop and the fabrication of an updated subrail assembly. Wasting no time, team member Keith Cornell took the reins and got started by using a Powermax 30 plasma cutter to cut the previously removed lower frame point section in half. He then took the rearmost portion and moved it forward along the bottom of the framerail near its original midpoint. By doing so, he reestablished the lower frame line while also adding additional strength to the structure.
The section was then tacked in place using a Millermatic MIG welder. With that completed, it was time to focus on creating the dropped cowl and rocker progression. Instead of fabricating the replacement panel from standard flat stock, a decision was made to utilize a pair of steel replacement panels, which already possessed the needed lower body reveal line.
The original frame point was...
The original frame point was cut in half and its rear section moved forward to carry the newly established line of the framerail.
A call was made to Dick Spadaro Early Ford Reproductions to order a pair of their ’32 Ford five-window coupe lower rear quarter patch panels. Working with the original cardboard template used to outline the initial cowl drop, the first replacement panel was marked for trimming, beginning at the doorjamb side at 4-3/4 inches in height. (Note that the doorjamb reveal will be retained for use at a later date when designing the hood sides and frame covers.)
Following the template, it was then measured rearward to just before the vertical reveal line intersect. These cut lines were then marked with a black marker and square for accuracy. While wearing proper eye protection, Cornell trimmed the panel using a plasma cutter. The section was then deburred with a 5-inch grinder topped with an 80-grit disc. It was then placed atop the doorjamb edge of the second panel and measured rearward to complete the overall length of 29 inches and 1 inch in final height. A plasma cutter was again used to complete the incisions that were also deburred once completed. Using a duckbill Vise-Grip, the two sections were secured together and mocked in place to be sure their dimensions were accurate. The panels were then tacked together using a Lincoln-Electric Precision TIG welder.
Using the original cardboard...
Using the original cardboard template created to illustrate the amount of the cowl drop, the main cowl section panel was marked for trimming.
To create the base for the new subrail, a thin section of cardboard was placed in between the body and top of the framerail. To obtain the measurements, Cornell first measured inside the body from the front to the rear of the cowl base, which equaled 15 inches, establishing the dimension of the new upper subrail base section. From outside the body, the cowl line was then marked to complete the template design that had a gradual increase in width from 2-1/4 inches front to 3-1/2 inches rear.
The body to frame mounting holes were then marked completing the template. The subrail base was then traced out of a section of 1/8-inch mild steel using a black marker and cut out with a plasma cutter. The section was then deburred and its body mounting holes were added using a drill press and 7/16-inch drill bit. Before proceeding, the section was test-fit in place and a graceful curve was added to mirror the top of the framerail. With the upper subrail base bolted in place, a rectangular section of 16-gauge mild steel plate was clamped to the exterior of the framerail adjacent to it. This portion was then tacked to the base using a MIG welder. The subrail section was then removed and the final MIG welding was completed on a workbench producing a rock-solid replacement unit.
Using a Millermatic MIG welder,...
Using a Millermatic MIG welder, team member Keith Cornell tacked the relocated frame point to the framerail.
At this moment Cornell shifted gears and returned to the new lower cowl panel extension to finesse the reveal line where the two units were welded together. Using a combination of a hammer and dolly and bench vise, the new panel was massaged to perfection. The welds were then ground to a smooth finish using an air-driven 3-inch grinder topped with an 80-grit disc.
That completed, he then focused on wrapping up the trimming needed to the rocker panel area. He reconfirmed the 29-inch length measured from the front of the cowl rearward and used a square to make sure everything was razor sharp before proceeding with an air-driven cutoff wheel. After deburring the incisions to the rocker area, the cowl panel extension was mocked in place to recognize any final adjustments needed. Due to the gentle curve of the body side a number of relief cuts were required to the bottom plane of the cowl panel extension. Cornell made the small incisions using a cutoff wheel in gradual increments and once the curve was affirmed, the cuts were TIG-welded, making the panel complete. The subrail was then bolted back in and the cowl extension panel was held in place to confirm the trimming needed to the subrail side plate. With a 3/4-inch tapeline confirming the trim lines, a plasma cutter was used to trim off the excess. After the trimmed areas were ground smooth, the subrail was given a 90-degree outward bend to the bottom plane of its side plate using a sheetmetal brake.
While wearing adequate eye...
While wearing adequate eye protection, a Hypertherm Powermax 30 plasma cutter was used to trim the panel.
With the subrail’s construction complete, it was then MIG welded to the inner body structure. To prepare the body for the cowl extension installation, Cornell used an air-driven angle grinder topped with a small wire wheel to remove any primer on the body where welding would be required. The new panel was then clamped securely to the body and carefully MIG-welded into place. The final work required was to fabricate a small section of 18-gauge sheetmetal to close the gap at the front of the panel adjacent to the framerail. With all of the welding completed, a grinder topped with an 80-grit disc combined with a flat file got the newly installed panel looking factory fresh. From any angle the completed updates have brought a newfound raciness to the personality of the coupe with the final changes coming up fast to the front framerails. Stay tuned.
Here the frame point is tacked...
Here the frame point is tacked in place. Once completed, it will carry the framerail’s new profile and add additional strength to its overall structure.
With the cowl section trimmed,...
With the cowl section trimmed, you can see the gradual progression to the second panel. Remember that the template measures 29 inches in length with a gradual rearward tapering to 1 inch.
To create the cowl drop and...
To create the cowl drop and stretch, a call was made to Dick Spadaro Early Ford Reproductions for a pair of their steel, ’32 Ford five-window coupe lower rear quarter patch panels.
Once the second panel was...
Once the second panel was marked, it was then trimmed with the plasma cutter. The reveal line will gracefully flow into the rocker panel of the ’34 once completed.
The two panels were then TIG-welded...
The two panels were then TIG-welded together using a Lincoln-Electric Precision TIG welder. A 5-inch disc grinder was then used to clean up its upper bodyline as well as deburr any rough edges.
Using a plasma cutter, the...
Using a plasma cutter, the template was trimmed and deburred. The subrail base was then test-fitted in place and given a gentle curve to follow the curve of the framerail.
Measuring from inside the...
Measuring from inside the cowl to establish the top dimensions of the new upper subrail section, thin cardboard was used to create a template.
Using a center punch, the...
Using a center punch, the mounting holes were marked and then drilled on a drill press using a 7/16-inch bit.
From the exterior of the cowl,...
From the exterior of the cowl, trim lines were marked to the template. Framerail to body mounting holes were then located and also marked.
With the upper subrail base...
With the upper subrail base in place, a section of 16-gauge mild steel plate was clamped to the exterior side of the framerail to create the lower section of the subrail assembly.
The upper subrail template...
The upper subrail template measures 15 inches in length and gradually widens from 2-1/4 inches to 3-1/2 inches from front to rear. It will be transferred to 1/8-inch mild steel plate for a solid base.
Using a MIG welder, Cornell...
Using a MIG welder, Cornell then tacked the side plate to the upper subrail base.
The assembly was then removed...
The assembly was then removed and final welding of the side plate to the base was completed on the workbench creating a rock-solid one-piece unit.
A number of relief cuts were...
A number of relief cuts were made to the bottom edge of the new cowl panel extension to allow it to follow the body side’s gentle curve. The cuts were then TIG-welded back together.
To perfect the lower cowl...
To perfect the lower cowl body reveal line once the two panels were welded together, a hammer and dolly were used along with a bench vise.
The cowl panel extension was...
The cowl panel extension was then held in place to mark where the new subrail side plate would need to be trimmed to.
The outer rocker trimming...
The outer rocker trimming was reconfirmed from its initial measurements 29 inches back from the front of the cowl. A square was used to keep all cut lines sharp.
Using 3/4-inch masking tape,...
Using 3/4-inch masking tape, the cut line was set (bottom edge) and trimmed with a plasma cutter.
An air-driven cutoff wheel...
An air-driven cutoff wheel was used to remove the remaining section of the rocker panel area.
To create a 90-degree outward...
To create a 90-degree outward bend on the bottom plane of the side plate to match the inside cowl reveal, Cornell used a sheetmetal brake.
This image lets you see just...
This image lets you see just how stout the new subrail assembly is when compared to the original section, which was removed earlier in the story.
To close the gap on the front...
To close the gap on the front of the cowl extension and give it a nice clean look, a piece of 18-gauge sheetmetal was trimmed and MIG-welded into place.
To close the gap on the front...
To close the gap on the front of the cowl extension and give it a nice clean look, a piece of 18-gauge sheetmetal was trimmed and MIG-welded into place.
Once the subrail assembly...
Once the subrail assembly was completed, it was finessed for a perfect fit and then bolted into place. From there it was MIG-welded to the inner body support structure.
Here you can see just how...
Here you can see just how nice the inner cowl was finished off with the installation of the new subrail assembly.
After the two pieces are TIG-welded...
After the two pieces are TIG-welded together the small filler panel is ready to be trimmed to fit. There is a slight lip on the top of this piece to space it outward for proper alignment.
In this close-up you can see...
In this close-up you can see the melding of the dropped cowl panel; it blends seamlessly into the rocker panel.
With the framerail point shaved...
With the framerail point shaved and the updated sheetmetal in place, the sleekness injected into the ’33 is quite evident with the bottom of the framerail almost disappearing. Stay tuned as next month we’ll wrap it up with the front framerails getting reworked.