1928-1931 Ford Model A Roadster

If somewhat claustrophobic club coupe motoring is not your cup of tea, but you enjoy the compact styling, there are alternatives. Sitting among the plethora of manufacturers during the pre-Depression years are a series of convertible coupes, the Ford Model A being the most popular. During its four-year run, the T's replacement arrived in no less than five different drop-top two-door models -- and one four-door model thrown in for good measure.

Perhaps one of the simplest mass-produced automobiles to leave the assembly line, volumes have been written, and rewritten, about the Model A and how it came into being. Each model shared the same basics throughout its life; from its 103.5-inch wheelbase, to the completely redesigned -- and slightly more superior to its predecessor -- four-cylinder engine. In fact, the same identical powertrain and drivetrain was installed under the coachwork of every Model A ever built.

Of the five drop-top models -- Roadster, Deluxe Roadster, Deluxe Phaeton, Cabriolet and Convertible Sedan -- the single most popular model was, and perhaps still is, our featured Roadsters. Their high production numbers can be attributed to the fact that they were available all four years of the Model A's lifespan and they boasted a low starting price -- near $400 for the standard model. By the summer of 1930 though, roadster production had declined sharply. In an attempt to reverse the trend, Ford introduced the dressier Deluxe Roadster in August of 1930.

Though Model A aficionados group their beloved vehicles into two categories -- 1928-'29 and 1930-'31 due to exterior design variations during the four-year run -- Ford built well over 4 million examples in all their incarnations, meaning that they still can be easily found for sale at very affordable prices. Model As in general are a smart buy as a distinguished, fun and easy-to-work-on collectible, despite the fact that the newest Model A is 75 years old. Plenty of accessories were available to personalize these cars and many owners have customized their vehicles with sidemount spare wheels, spare-tire covers, cowl lamps and Motometer temperature gauges.

ENGINES

The Model A featured a cast-iron, four-cylinder, L-head engine -- the same engine that would be used throughout the car's entire four-year production run. With its 3.875x4.25-inch bore and stroke it had a low compression ratio of just 4.22:1. With fuel being fed via gravity through a Zenith updraft carburetor, the compact 200.5-cu.in. engine cranked out 40hp at 2,200 rpm and 128-lbs.ft. of torque at 1,000 rpm, which made the car capable of reaching speeds beyond 50 mph.

Compared to the Model T, starting the Model A's engine was far easier thanks to a more contemporary battery and ignition system that had replaced the old magneto ignition -- though a hand crank was provided to buyers for emergency starting.

One subtle difference between the four model years is the packing nut on the water pump; it is cast brass -- or bronze -- on 1928-'29 engines. Ford changed this nut to die-cast zinc for 1930-'31 engines. Another change can be found in the Powerhouse generator. A five-brush design was used until late 1928, and then changed to a three-brush Powerhouse used until mid-1929.

Non-pleated rumble seat indicates early A; split bumper not on deluxe models

Most any home mechanic with good automotive knowledge, a readily available shop manual and basic hand tools, can keep the Model A engine cranking out the horsepower. Relatively easy to maintain, the engine can be the most expensive -- and laborious -- part of a restoration. Old babbitt bearings wear over time, necessitating the removal of the material from the block, then pouring and line boring new babbitt bearings, which itself is almost a lost art.

TRANSMISSIONS

Replacing the planetary transmission that had been utilized on the Model T, the Model A features a three-speed, sliding-gear transmission. The non-synchronized gearbox means that double clutching, coupled with slow and deliberate gear changes, prevents grinding. The three speed was in place during the four-year run of the Model A, and is relatively easy to rebuild thanks to several specialists and parts suppliers.

Keeping up with modern traffic, especially on secondary roads and even an occasional jaunt on the highway, is made easier thanks to an overdrive for the transmission. This popular modification drops the engine rpm and allows the compact roadster to cruise at speeds ranging from 60-65 mph.

REAR AXLE

An enclosed driveshaft transmits the power from the engine to the three-quarter floating rear axles. The original final-drive ratio is 3.70:1 via spiral bevel gears. Generally considered durable enough to handle the early roads, regular maintenance extends its longevity. Several aftermarket final-drive ratios are available depending upon your individual needs; from club touring to parade cruising. Replacement driveshafts and axles are also available through several sources.

SUSPENSION

When it comes to the Model A's suspension, not much had changed from the Model T. Up front, there's a solid I-beam axle and a single transverse semi-elliptical leaf spring. In the rear, the solid axle is suspended via a semi-elliptical transverse leaf spring and Houdaille rotary hydraulic shocks. It has been reported that Henry Ford drove the Model A prototype across a plowed field and upon his return asked for double-acting shocks.

Should you road test a Model A that isn't riding up to your expectations there is hope. One option is to have the existing shocks rebuilt. The other option is to purchase brand-new reproduction units, should you find that the existing shocks are beyond repair.

During the first two years of production, Ford installed 21-inch welded wire wheels on the Model A. To provide a lower stance on the 1930-'31 models, effectively helping alter the appearance of the Model A only slightly, Ford utilized 19-inch welded wire wheels. New reproduction wire wheels are now available in both sizes.

BRAKES

Simple mechanical internal expanding drum brakes, which are rod-activated, are found on all four corners. With an 11-inch drum diameter, the total stopping area measures 225.5 square inches. The initial design called for the drum to be integral with the wire-wheel hub, however different wear rates, coupled with the potential difficulty of removing the wheel for a tire change, eliminated the design.

When the Model A was first introduced, a national highway system was a long time in arriving, meaning that its mechanical braking system was adequate for the then-current, and relatively low speeds. Anyone who has had the pleasure of trying to stop a 1920s-era vehicle in heavy traffic can tell you otherwise, especially when the brake bands get wet during that sudden summer shower. With an overall weight generally under 2,400 pounds -- without passengers -- even new linings and drums should provide ample stopping distance in dry weather. However it's still a good idea to allow plenty of stopping distance.

BODY/FRAME

With the introduction of the Model A, Ford developed the use of steel as the structural material instead of wood. The minimum amount of wood that was used in the body was solely there to provide a means for attaching interior trim. This wood can and will rot, necessitating replacement. Reproduction wood pieces are available new or can be easily made.

The steel body is mounted to a steel, ladder-type frame with three crossmembers. The bolt-on fenders can be easily replaced, whereas other body panels require more effort. Because these bodies were originally painted with fragile nitrocellulous lacquer, their exterior finishes easily chipped, causing rust to start. Check the bottom of the fenders, doors and running boards for excessive rust. But don't be alarmed if the body is severely rusted as practically every body panel has been reproduced, making the restoration of Model A body shells a relatively easy exercise.

Although the 1928-'29 models feature a nickel-plated radiator shell as well as most of their brightwork, the 1930-'31 models feature stainless steel trim that is much longer lasting than the plated trim on the earlier models. The bumpers for all four years were chrome plated. Other subtle differences do exist between the 1928-'29 and 1930-'31 model years, such as a shorter grille and a more rounded hood and scuttle panel on the earlier bodies.

Like other drop tops, roadsters lack a permanent roof, effectively increasing the water damage potential. Another area of concern surrounds leaky fuel tanks in 1928-'30 models; the common area being where the lower tank bracket holds the steering column. The telltale sign is dark stains in this area.

INTERIOR

Basic is perhaps the only word to begin to describe the Model A's interior appointments. Three simple gauges -- speedometer, fuel and ammeter -- adorn the center of the dash, looking over the floor shifter. The handbrake is of the squeeze-grip pull style and is located between the driver's leg and the interior panel in front of the door. In mid-1928 the handbrake was relocated in front of the shift lever and eventually by July of 1929, a bush-button lever was used, mounted to the right of the shift lever. A dash lamp, ignition lock, hand-operated windshield wiper, side curtains and non-pleated artificial leather seats were all standard equipment. Wind wings were a popular option, as well as a rumble seat for the occasional extra passenger or two and boot for the convertible top. Electric windshield wipers were introduced as standard equipment in late 1928, replaced by vacuum wipers in June of 1930. Safety glass was standard, and later models featured fold-down windshields for real open-air motoring.

While wind wings eventually became standard equipment, and the seats were liberated of their plain appearance, the plush Roadster Deluxe offered many of the optional features found on the base Roadster as standard equipment, including leather seats -- a Ford first. An easy way to differentiate the two models is by the top: the standard Roadster carries a black top, while the Deluxe models are tan.

More than one specialist offers reproduction trim, replacement tops and seat material -- even interior kits -- to bring your Model A interior back to life. An assortment of parts can spice up a dull dash, including rebuilt speedometers and replacement lenses.

RESTORATION PARTS

Few cars afford the many possibilities to hobbyists who wish to restore them as the Model A does. Virtually every aspect of the Model A has been, or is currently being, reproduced. It's not just limited to mechanical parts both small and large. Body panels, gears, lamps and even suspension components are available through several parts suppliers, many of whom have been in the business since the mid-1960s. A proliferation of national and local Model A clubs are a reliable wealth of information as well.

Specialists

Bratton's Antique Auto Parts

800-255-1929

www.brattons.com

New mechanical and electrical parts, plus parts rebuilding service

Brassworks

805-544-8841

www.thebrassworks.net

New reproduction radiators

Brookville Roadster

937-833-4605

www.brookville-roadster.com

New steel body and chassis components

Egge Obsolete Engine Parts

866-534-EGGE

www.egge.com

New internal engine parts and gasket sets

Gaslight Auto Parts

937-652-2145

www.gaslightauto.com

New reproduction body, trim and mechanical parts

Gene Bunce

978-857-9130

www.BunceAParts.com

New reproduction windshield frames

LeBaron Bonney

800-221-5408

www.lebaronbonney.com

Reproduction upholstery kits, carpet sets and convertible tops

Mac's Antique Auto Parts

877-470-1554

www.macsautoparts.com

New reproduction body, trim and mechanical parts

Mike's "A" Ford-able Parts

706-652-3866

www.mikes-afordable.com

Reproduction wire wheels and new mechanical and body parts

M&S Hydraulics

800-646-1122

www.antiqueshockabsorbers.com

New and rebuilt shock absorbers

Sacramento Vintage Ford Parts

888-4-BANGER

www.vintageford.com

New reproduction body and trim parts and acessories

Smith and Jones

803-822-8500

www.modela-t-snj.com

New reproduction mechanical parts and accessories

Snyder's Antique Auto Parts

888-262-5712

www.snydersantiqueauto.com

New reproduction body, trim and mechanical parts

Tam's Model A Parts

508-835-9292

www.modelaparts.com

Reproduction parts and accessories

Varco

405-732-1637

www.varcoinc.com

Reproduction trunks and hardware

Production

Ford Model A Roadster (Standard)

1927: 269

1928: 81,937 *

1929: 191,529

1930: 112,901

1931: 5,499

Ford Model A Roadster (Deluxe)

1930: 11,318

1931: 52,997

* Includes 51,807 produced with rumble seat

Parts Prices

Brake, front drum: $94

Brake lining set, two wheels: $30.95

Carburetor, rebuilt: $160

Connecting rod set, exchange only: $160

Engine gasket set: $46.95

Frame: $1,475

Flying Quail ornament: $55

Hub cap, stainless: $10.50 ea

Intake manifold: $82.50

Interior door panels: $190

Motometer wings, chrome: $20.25

Piston set, aluminum: $93

Quarter panel, left 1928-'29: $699

Radiator, 1930-'31: $530

Ring and pinion gear, high speed: $289

Seat frame: $67

Shock absorber: $89.50 ea

Top boot: $205

Wire wheel, 19-inch: $260

Club Scene

Model A Ford Club of America

250 S. Cypress

La Habra, California 90631

562-697-2712

www.mafca.com

Dues: $30/year; Membership: 16,000

Model A Restorer's Club

6721 Merriman Road

Garden City, Michigan 48135

734-427-9050

www.modelaford.org

Dues: $35/year; Membership: 10,000

What to Pay