1928-’29 Ford Model A Roadster and Phaeton

In the world of new and improved, the improved often matters far more than the new. A company that has built its reputation with a certain product—as Ford Motor Company did with the Model T—is wise to contemplate what the buying public liked about that product before setting out to replace it. When Ford started to design a replacement for the Model T in the mid-1920s, it had a lot of options. Some were mild, like adding front brakes and a three-speed planetary transmission to the T, and some were wild, like an X-8 prototype (essentially a V-4 engine pointed up and a V-4 engine pointed down, both sharing a common crankcase and resembling a radial engine as found in contemporary aircraft). It's fair to say, and sales numbers back this up, that the Model A hit just the right balance of new versus improved, and set the tone for the next two decades of automobile production in Dearborn.

The Model A started with a very similar package to the outgoing Model T—transverse leaf springs at both ends, a flathead four-cylinder engine, Ford's famous simplicity—and improved upon it dramatically. Gone were the T's low-tension magneto, vibrator coils, and planetary transmission, elements that Ford had retained long after other makers had abandoned them for newer technology. The improvements included battery-and-distributor ignition, approximately double the horsepower, and welcome additions like front brakes, shock absorbers, and safety-glass windshields. Most dramatically of all, the Model T's notoriously behind-the-times styling was replaced by beautiful, Lincoln-inspired bodywork.

While Chevrolet had famously knocked Ford from its number one position in annual sales in 1927, and a slow start to production of the Model A meant that 1928 wasn't as successful as it might have been, sales came roaring back for 1929 and 1930, with the former year Ford's best since 1925. While the 1930 and 1931 cars are more similar to 1929 than they are different, they're different enough that they warrant their own separate examination. Instead, this buyer's guide focuses on the 1928 and 1929 cars, and then only the phaeton and roadster models— easily the most popular bodies among modern enthusiasts thanks to the cars' smart lines, sporty heritage, and open cockpits.

Mechanically, the Model A didn't reach its final form until the 1929 model year, with many running changes made from the model's introduction in 1927 and throughout the 1928 model year. That makes the 1928 model year of particular interest to collectors, and later cars perhaps better suited to the more casual enthusiast with driving on his or her mind.

The 1929 engine was fully refined when compared with 1928, which included several features, including the generator, carburetor and starter drive, that were changed to simplify production and improve reliability.

Engine

Under the hood of each Model A lay a cast-iron, four-cylinder engine painted Ford Engine Green. With a 3.875-inch bore and 4.25-inch stroke, it displaced 200.48-cu.in. That additional .125-inch of bore and .25-inch of stroke added almost 24 cubic inches over the Model T. Added to this were a conventional distributor ignition and a water pump to force circulation of coolant through the engine and radiator.

While more modern up top, the Model A engine still utilized poured bearings for both the mains and the rod journals, plus splash oiling with dippers on the rods. Compression was 4.22:1, but Ford produced a special "Police" cylinder head, marked with a cast-in "B," that bumped that number to 5.22:1. The 1927 Ford engine was rated at 20 horsepower, but the 1928 Ford boasted 40.

The earliest 1928 engines had several unique features that were quickly pared away due to cost and practicality. These included five camshaft bearings, which were abandoned in favor of only three in November 1928, followed a month later by the five-brush "Powerhouse" generator. Other 1928-only features of early engines include a double-venturi carburetor that was discontinued in September and a non- Bendix starter drive that was replaced in production and via retrofit to the Bendix-type in October 1928.

Transmission

Behind the engine, Ford introduced its first sliding-gear transmission, a three-speed unit that was essentially a scaled-down version of that used in Lincolns. The multi-plate clutch was also Lincoln-derived and would prove to be a problematic design, tending to accumulate dust, develop a screech, and generally seize up if not treated to regular maintenance.

The multi-disc clutch and its associated flywheel went away in November 1928. Its replacement was a single-disc unit that was already in use in Model AA trucks and considered a heavy-duty piece, and would persist in production through the end.

Differential

The Model A rear-axle assembly was heavily revised from its Model T predecessor, but it set a pattern that Ford would retain through 1948. Like the T and subsequent V-8 models, it used a banjo-style center section and a torque tube with bolt-on radius rods. The earliest rear-axle housings lack the provisions for shock absorbers. Numerous detail changes also occurred throughout 1928 production until the design was finalized early in 1929, with one last major change in mid-1929. Care must be taken not to mix incompatible parts from similar-looking rear-end assemblies. Rear gearing started out at 3.70:1, but, after May 1928, was reduced to 3.78:1. A 4.11:1 "mountain" gearset was an available option.

Frame and Suspension

All 1928 cars built after "the first 200" (circa December 1927) and all 1928 cars used the same frame unit. Frames produced after December 1929 are functional replacements for the early cars, but also contain the bolt holes for 1930-'31 bodies and a revised front crossmember design. A minor change to the frame occurred in November 1928 when the front crossmember design was modified for a new, flexible engine mount.

While the new, Reverse-Elliot, front axle remained generally the same for the duration of production, a major change happened after the first 200 cars, when shock absorbers were finally added to the design.

All 1928 and 1929 Model A cars used a 10-leaf front spring. Rear springs were tuned to body weight, with the lightweight roadster body receiving seven leaves (plus a dummy leaf at the bottom) and the slightly heavier phaeton (and the coupes) using all eight leaves.

The steering wheel is a distinctive chassis element of 1928 cars, and it ties in with the actual steering box. Originally, a red, phenolic-resin (Fordite) steering-wheel rim was used. Late in the year, that was replaced by black rubber. Because the Gemmer-design two-tooth steering box (widely considered preferable by modern enthusiasts) did not arrive until February 1929, all red steering wheels originally came with the Ford-design seven-tooth steering gear.

A black, hard-rubber steering wheel replaced the red, Fordite wheel late in 1928. A second steering-box design was introduced along with the new wheel, but the old design remained in production. Spanish Brown upholstery is a hallmark of 1928 cars— Blue Gray for 1929.

Brakes

Perhaps the biggest single change in the 1928-'29-era chassis was the brake system. The original Model A braking system had an ingenious method for activating all four brakes via either a hand lever positioned to the driver's left, by the door, or via a foot lever pivoting off the transmission. But what should have been a technical triumph was spoiled by the state of Pennsylvania, which refused to permit the registration of Model A's because they did not have an emergency braking system separate from the service brakes.

Ford rushed a change of design into production in February 1928, starting with the factories supplying Pennsylvania and spreading to other factories by as late as June. The change of design resulted in a cascade of other changes, some of them highly visible: the wheels and lug nuts, the position of the hand-brake lever, and the splash shield and running-board design.

One change of note that occurred outside our frame of reference was the switch from stamped-steel brake drums to cast iron. The steel drums tended to warp and provided poor braking under hard usage. The cast drums introduced for 1931 are an extremely popular retrofit for cars that will see driving beyond the show field.

Wheels and Tires

All 1928 and '29 Ford roadsters and phaetons used 21-inch wheels made from steel with welded wire spokes and 4.40/4.50-21 tires. The changes to the brake system required alterations to the wheels, and early wheels will not safely interchange with later ones unless the braking system is also switched over. The lug nuts also changed at this time. Originally Model A lug nuts were carried over from wire-wheeled Model Ts, but the revised wheel required a new lug-nut design.

Wheels came from the factory finished in black, though many dealers repainted them in the color of the body stripe for greater sales appeal.

Body and Interior

All 1928 and '29 Ford cars used a nickel-plated radiator shell. For 1928, a fan shroud was attached to the rear, but that feature was dropped for 1929. The hood was also changed in the 1928-'29 period. The most notable update was made in mid-'28 when the hood louver lengths were tapered.

All Model A fenders were painted black. Running boards were typically covered in ribbed rubber, but in 1929 black linoleum was an option. A welled left-hand fender for a side-mount spare first became available as a service item for passenger cars in May 1928. A welled right-hand fender came along in August 1928. Neither was a factory option until the 1929 model year.

Standard spare-tire mounting was in the rear, between the split bumpers. Bumper design, incidentally, was finalized in November 1927, with cars before that date having a Model T-like open-end bumper and production after using the more familiar type retained through 1929. Round, Ford-script bumper clamps were used until May 1928, after which plain oval clamps were introduced. Exterior door handles did not appear on the phaeton and roadster until the 1929 model year—probably the easiest way to spot a 1928.

Paint schemes are another dramatic difference. While the Model T had finally relinquished black as its sole color choice by the 1926 model year, selections were still limited. The Model A, by contrast, had seven different paint schemes available in 1928—and buyers of the phaeton body style had even more choices, as they could choose to invert the body and belt-molding colors. For 1929, color choices were reduced to five.

Body striping also changed partway through 1928 production.

Cars built before December 1927 are distinguished by black windshield frames and posts, but after that date that hardware was finished in body color. Wind wings, a hallmark of 1929 Ford roadsters and phaetons, became a dealer-installed option in the spring of 1928 and standard for the 1929 model year. All phaeton tops and side curtains are constructed of black long-short grain artificial leather, as is true for most roadsters, but the earliest roadster tops and side curtains were covered in Dark Drab whipcord with Spanish Brown welting.

While inside the Model A is quite simple, the interior was also subject to revision. The instrument panel, for example, lost its on/off markings for the ignition switch after November 1928. Seat upholstery changed as well, with Spanish Brown Colonial Grain leatherette used for 1928 cars and Blue Gray Colonial Grain leatherette adopted for 1929.

One last significant exterior change occurred at the end of 1928 production in November—the Model T-derived, drum- shaped taillamp was replaced by a tea-cup shaped lamp for 1929. The latter would remain standard through the end of Model A production. A less-noticeable change occurred in December, when the Twolite headlamp was introduced, the first Ford with a true high-beam option.

The appeal of the Model A is as great today as it has ever been. They are fun to drive, easy to maintain, and historically significant. Arguably, the changeover from Model T production to Model A was the best possible dress rehearsal for the conversion to war production that occurred a little over a decade later. The evolution of the design makes the 1928 model year particularly interesting. Best of all, these cars remain remarkably affordable.

WHAT TO PAY

1928 Model A

1929 Model A

PARTS PRICES

Roadster body $7,300

Seat upholstery (phaeton) $760

Interior door panels (phaeton) $475

Floor rubbers $60

Hood $480

Wheel $455

Tire $160

Shock absorber $249

Rebuilt seven-tooth steering box $650

Rebuilt two-tooth steering box $599

Cast-iron drum brake package $375

Pistons (set of four) $95

Rebuilt generator $215

Red wheel to fit two-tooth $155

Top irons (roadster) $103

Top irons (phaeton) $123

Re-ground camshaft $69

Mitchell overdrive conversion $2,400

Rebuilt transmission $1,085 (plus core)

Chrome front bumper $275

CLUB SCENE

Model A Ford Club of America (MAFCA)

250 S. Cypress Street

La Habra, California 90631-5515

562-697-2712

www.mafca.com

Dues: $50/year

Membership: 15,000 families

Model A Ford Restorers Club (MARC)

6721 Merriman Road

Garden City, Michigan 48135

734-427-9050

Model-A-Ford.org

Dues: $45/year

Membership: 10,000