All: Classic ford parts

Ford's Roto-Selector:When You Changed the Radio With Your Foot Today we have steering-wheel audio controls, touchscreens and voice commands. In 1941, Ford had another solution: Use your foot. It sounds like an old-car tall tale until you see the period literature - and the installation instructions. The Roto-Selector Radio Foot Control Switch was designed to let the driver operate the tuning system of a compatible Ford radio without reaching for the dashboard. C&G Ford Parts offers reproduction 11A-18934-A radio foot control switch with wire for applicable 1941-1948 Ford and Mercury passenger-car installations. And this little switch is considerably more interesting than it looks.   Ford Really Called It the "Roto-Selector" That name isn't something modern parts sellers dreamed up. Ford's own 1941 promotional material advertised a new Ford radio with "Roto-Selector Control for fast automatic tuning." Period Lincoln literature also advertised an optional Roto-Selector Radio with foot control and long-distance antenna. The original installation instructions supplied by C&G are headed "Roto-Selector Radio Foot Control Switch." Those instructions show the switch mounted on the floor between the clutch and brake pedals. Its electrical lead was routed up to the radio receiver and plugged into a socket provided on the receiver itself. In other words, this wasn't an improvised accessory connected to an ordinary dashboard radio. The foot switch was designed to operate as part of the Roto-Selector radio system.   So What Did the Foot Switch Actually Do? Here's where terminology matters. The switch wasn't a modern SEEK control that searched the AM dial looking for the next strong signal. Instead, the Roto-Selector radio used preset stations. Contemporary Zenith service information describes Roto-Selector tuning as allowing any five desired stations to be selected automatically using either the foot control or the Roto-Selector control on the instrument panel. So when the driver operated the floor control, he wasn't telling the radio, "Go find me another station." He was telling it, "Move to another station I've already selected." That's an important difference - and a pretty sophisticated feature for a car radio more than 80 years ago.   There Was More Going On Than a Simple Switch The original C&G reference material also shows that the installation involved more than the button beneath the driver's shoe. The accompanying diagram identifies a relay/circuit breaker assembly, wiring to the receiver, a radio suppressor identified as 11A-18827 / 09A-18827, and the associated mounting hardware. That documentation is particularly useful because it shows us exactly where the reproduction 11A-18934-A fits into the larger system. The foot switch was the driver's control. The antenna, radio receiver and its Roto-Selector equipment performed the tuning operation. That's why saying the switch simply "changed the station" doesn't quite tell the whole story.   Why Control a Radio With Your Foot? Think about manually tuning an automobile radio of the period. You're driving down a two-lane road while turning a tuning knob and watching a dial, trying to land precisely on the station you want. Preset tuning eliminated much of that fiddling. Moving control of those presets down to the driver's foot meant the radio could be operated without reaching across the instrument panel. It was an early solution to a problem automakers still work on today: How do you let the driver operate accessories while keeping attention on the road? Different technology. Same problem.   Radio Was a Big Deal in the 1940s It's easy to underestimate how important the radio itself was. There was no streaming audio, satellite radio or smartphone in your pocket. Radio brought drivers news, sports, music, weather and entertainment while they traveled. American broadcasting was expanding rapidly. By June 30, 1948, the Federal Communications Commission reported 2,034 standard AM broadcast stations operating in the United States. That's a far cry from the handful of choices we sometimes imagine when thinking about an old tube radio.   What Was Reception Like? Those Ford radios operated in a very different broadcasting environment from today's digital entertainment systems. AM reception depended on the station's frequency and transmitter power as well as distance, terrain, ground conductivity, interference and atmospheric conditions. Nighttime could change everything. Medium-wave AM signals can propagate beyond their normal daytime range after sunset because radio energy can return to earth through the ionosphere. That made reception of distant stations possible - sometimes from hundreds of miles away. It could also produce fading and interference. So the selection of stations available to a driver wasn't necessarily identical at noon and midnight. Imagine heading down a highway after dark in your Ford. One of your regular stations starts fading as the miles roll by. Instead of leaning toward the dashboard and hunting around the dial, you've already got several stations adjusted into the Roto-Selector. Move your foot. Operate the switch. Bring up another preset. Now the Roto-Selector starts making a lot more sense.   Five Presets Wasn't Primitive in 1941 Five stations may sound rather limited today. In 1941, it was convenience. A Ford advertisement from the period specifically promoted the Roto-Selector as "fast automatic tuning." Contemporary Zenith service information confirms selection of five desired stations through the Roto-Selector system. Instead of repeatedly finding a favorite station manually, the driver could have the desired stations preset. That's essentially the same basic convenience provided by radio memory buttons for decades afterward - accomplished with vacuum tubes, switches and electromechanical hardware instead of microprocessors.   Did Every 1941-1948 Ford Have One? No. This is an important restoration distinction. Ford's own 1941 material describes the radio as an accessory, rather than standard equipment on every car. An aftermarket replacement-part application covering several years does not prove that every Ford or Mercury radio built during those years originally used exactly the same switch or radio configuration. C&G therefore lists 11A-18934-A for applicable 1941-1948 Ford and Mercury passenger-car applications. If you're doing a factory-correct restoration, the vehicle year and the radio equipment installed in the car should be considered.   The Kind of Detail That Makes a Restoration Fun The Roto-Selector is exactly the sort of feature that makes an early Ford interesting. Everybody notices the steering wheel. Everybody notices the gauges. But somebody eventually looks down at the floor and spots another switch. "What's that?" You point toward the radio. "Radio control." Now you've got a conversation. And with the original installation instructions available, we don't have to rely on somebody's recollection of how it supposedly worked. We can see where Ford intended the control to be installed, how its lead connected to the receiver, and how the system was laid out. That's the difference between merely installing an old-car part and understanding the piece of history you're putting back into the car.   11A-18934-A Radio Foot Control Switch With Wire C&G Ford Parts offers the reproduction 11A-18934-A Radio Foot Control Switch with Wire for applicable 1941-1948 Ford and Mercury passenger-car radio installations. If you're restoring an original-style radio system and aren't certain whether your receiver uses the Roto-Selector foot control, contact us before ordering. C&G Ford Parts has been helping enthusiasts keep classic Fords on the road since 1978, and our crew doesn't just sell old-car parts - we own and drive old cars ourselves. Because sometimes the smallest part under the dashboard has one of the best stories in the whole car. And yes - in 1941, Ford really did let you operate the radio with your foot.   Sources & Further Reading • C&G Ford Parts - 11A-18934-A Radio Foot Control Switch • 1941 Ford promotional literature - Roto-Selector automatic tuning • 1941 Lincoln-Zephyr brochure - Roto-Selector Radio with foot control • Zenith service data - Roto-Selector tuning and five-station selection • Ford News index - period reference to Mercury Roto-Selector foot control Primary material supplied by C&G Ford Parts: "Roto-Selector Radio Foot Control Switch" installation instructions, including mounting and wiring diagrams.  

1941-48 Ford & Mercury Convertible Top & Sun Visor Brackets When you're restoring a 1941-48 Ford or Mercury convertible, some parts disappear beneath upholstery, carpet or sheet metal when the job is finished. The hardware across the windshield header isn't one of them. Every time you sit behind the wheel, lower a sun visor or secure the convertible top, this hardware is right there in front of you. Worn, pitted or mismatched header hardware can stand out on an otherwise beautifully restored interior. That's why this week's C&G Ford Parts special is worth a closer look: our 1941-48 Ford & Mercury Sun Visor & Header Bracket Kit, part number 11A-7604144-K. Regularly $681.99, it's on sale through September 23, 2026 for just $379.95. More Than Just Sun Visor Brackets Don't let the words sun visor fool you. This isn't simply a pair of brackets for hanging the visors. The 11A-7604144-K kit includes the center top latch bracket plus right- and left-hand corner latch brackets with the sun visor frames installed. All three assemblies mount along the windshield header. Your own upholstered sun visor panels are then fitted to the supplied frames. That makes these pieces part of two very visible systems on the car: the hardware associated with securing the convertible top at the windshield header and the sun visor assemblies inside the passenger compartment. And on a convertible, that's prime real estate. Why Windshield Header Hardware Matters A convertible presents a restoration challenge that a closed car doesn't. There's no permanent steel roof extending over the passenger compartment. The folding top has to meet the windshield header, and hardware in this area helps secure the top when it's raised. At the same time, the interior side of the header carries the sun visor assemblies. So these aren't pieces that simply disappear once installation is complete. They're visible. If you've spent countless hours getting the dashboard, garnish moldings, upholstery and convertible top looking right, badly pitted or mismatched hardware above the windshield can become the proverbial sore thumb. A coordinated replacement set gives that entire area a clean, consistent appearance. One Kit Instead of Chasing Individual Pieces Anyone who's restored a Ford or Mercury that's approaching 80 years old knows how this story goes. Finding the big parts can sometimes be easier than finding all the little pieces that were originally attached to them. Convertible-specific hardware may have been removed decades ago. Pieces get lost. Visor frames get bent. Brackets become pitted or damaged. Previous owners substitute whatever they could find. And occasionally there's a coffee can somewhere containing two screws, one mystery spring and absolutely none of the parts you actually need. That's old-car restoration. Convertible Top Hold-Down Latches — 11A-7603522-K See 11A-7603522-K Convertible Top Hold-Down Latches This set of three stainless convertible top hold-down latches includes the center mounting bracket and is designed for 1941–48 Ford and Mercury convertible applications, with additional Sportsman applications listed by C&G. These are the working pieces that help hold the convertible top securely at the windshield header. The 11A-7604144-K kit eliminates much of that hunt by supplying the center bracket and both corner brackets together, with the RH and LH sun visor frames already installed. The kit also includes the stainless mounting hardware and installation screws needed for the assembly. Stainless Steel Where You Can See It This kit is manufactured from stainless steel, an especially useful material for components mounted around the windshield header of a convertible. Besides providing a clean finished appearance, stainless steel offers excellent resistance to corrosion - valuable on hardware associated with a folding top and an area of the car that may encounter moisture over its lifetime. More importantly for the restorer, you're replacing the major visible pieces across the header as a coordinated set rather than trying to make several old components of different condition look like they belong together. What Does 11A-7604144-K Fit? The kit is intended for 1941-48 Ford and Mercury convertible applications. Because many of these cars have passed through numerous owners and restorations over the last eight decades, it's always smart to compare your existing hardware and confirm the application before installation. If you're uncertain whether 11A-7604144-K is correct for your Ford or Mercury, give C&G a call. We've been helping people keep old Fords on the road since 1978, and technical help from somebody who actually knows these cars is still part of the deal.   While You're Working Around the Windshield Header… If you're already restoring the sun visor and convertible-top hardware around the windshield, it's a good time to inspect the other pieces that make up this area. Seals harden, latches wear and small pieces disappear over the decades. Taking care of them while you're already working around the header can save another round of disassembly later. Convertible Windshield Header Seal — 11A-7651312 See 11A-7651312 Windshield Header Seal Don't confuse this one with 11A-7651330. 11A-7651312 installs on top of the windshield, providing the corresponding seal at the windshield-header area. C&G lists applications for 1941–48 Ford Convertibles, 1946–48 Ford Sportsman models and 1941–48 Mercury Convertibles. Convertible Header Bow Seal — 11A-7651330 See 11A-7651330 Header Bow Seal Here's one of those little pieces that can make a big difference when you're putting a convertible top back together. 11A-7651330 mounts to the top bow and C&G lists applications for 1941–48 Ford Convertibles, 1946–48 Ford Sportsman models and 1941–48 Mercury Convertibles. Windshield Header Antenna Hole Plug — 11A-7603454-R See 11A-7603454-R Windshield Header Antenna Hole Plug And then there's the kind of part that can drive a restorer nuts: the little piece that's missing. The 11A-7603454-R is the antenna-hole plug for the windshield header and C&G lists applications for 1941–48 Ford Convertibles, 1946–48 Ford Sportsman models and 1941–48 Mercury Convertibles. And now for the part your restoration budget will appreciate. This Week Only: Save $302.04 Regular Price: $681.99 C&G Weekly Special: $379.95 YOU SAVE: $302.04 That's more than three hundred bucks left in the restoration fund for the next item on the list. And if you own an old Ford, we both know there's always another item on the list. The special price runs through September 23, 2026, while supplies last. Part Number 11A-7604144-K Description Sun Visor & Header Bracket Kit - Stainless Application 1941-48 Ford & Mercury Convertibles Regular Price $681.99 Sale Price $379.95 Savings $302.04 Restore one of the most visible areas of your convertible and save more than $300 while you're doing it. SHOP THE $379.95 SPECIAL

Two Water Pumps, Two Sides: Getting the Right Pump for Your 1937–48 Ford Flathead V8   If you’re new to early Ford Flathead V8s, one look under the hood reveals something a little different from most later engines: there are two water pumps—one on each side of the engine. And no, they aren’t interchangeable. For 1937–48 Ford and Mercury passenger cars and 1937–47 Ford pickups equipped with the V8, C&G Ford Parts offers the two pumps you need: 78-8501-B — Right-Hand Water Pump (Passenger Side)78-8502-B — Left-Hand Water Pump (Driver Side) Knowing which is which matters, especially when you’re replacing only one side.   Why Does a Flathead Ford Have Two Water Pumps? The Flathead V8 cooling system reflects the engine’s distinctive architecture. Instead of using one centrally located water pump, Ford used a pump on each bank of the V8 to circulate coolant through the engine and radiator, keeping in mind each side of the engine has a separate cooling jacket. That makes both pumps important to the cooling system. A worn, leaking or noisy pump on either side deserves attention. On a restoration that has been sitting for years—or an engine with an unknown maintenance history—it’s also worth inspecting both pumps rather than assuming the other side is fine simply because only one is leaking.   Right Hand or Left Hand? Here's the Easy Way to Remember It Early Ford parts terminology identifies left and right from the driver's position looking forward, not from somebody standing in front of the car looking into the engine compartment. So: 78-8501-B — RIGHT HAND = Passenger Side 78-8502-B — LEFT HAND = Driver Side Standing in front of the radiator looking toward the engine can make this seem backwards. When in doubt, think of yourself sitting behind the steering wheel. Driver's side is left. Passenger side is right.   78-8501-B Right-Hand Water Pump C&G part number 78-8501-B is the right-hand, or passenger-side, V8 water pump. It fits 1937–48 Ford and Mercury passenger-car applications and 1937–47 Ford pickup applications as listed in our fitment data. This is a bearing-type pump and includes the mounting gasket. If you're looking under the hood from the driver's seat, this is the pump on your right.   78-8502-B Left-Hand Water Pump C&G part number 78-8502-B is its counterpart for the left-hand, or driver's side, of the engine. It covers the corresponding 1937–48 Ford and Mercury passenger-car and 1937–47 Ford pickup V8 applications. Like the right-hand pump, it is designed as the correct side-specific replacement for these early Ford cooling systems. Remember: 8501 = right/passenger side. 8502 = left/driver side. That little bit of Ford part-number knowledge can come in mighty handy the next time you're staring at an old Flathead.   Don't Ignore the Other Side If one water pump has reached the end of its service life, take a close look at the other one while you're there. Check for coolant leakage, shaft play, bearing noise and signs that the pump has been on the engine for a very long time. Replacing a questionable pump while the cooling system is already drained can be considerably easier than doing the job all over again a few months down the road. That doesn't mean both pumps automatically need replacement every time one fails. It means an old Ford deserves an inspection rather than a guess. The 78-8501-PR Left and Right-hand water pumps are a better deal economically at $189.90 for both sides as a set. While you are inspecting under the hood and the hoses are removed, make sure you check your thermostats for the old flathead.   The Right Parts for Your Early Ford These pumps cover a long and popular stretch of Flathead Ford history—from prewar cars and pickups through the immediate postwar years. Getting the correct pump means checking the year, application and which side of the engine you're working on before placing the order. At C&G Ford Parts, we've been helping people keep old Fords on the road since 1978. If you're unsure which pump fits your Ford, Mercury or pickup, give us a call. You'll talk to people who know these cars and actually drive classics themselves. Need the passenger-side pump? Choose 78-8501-B Right-Hand Water Pump. Need the driver's-side pump? Choose 78-8502-B Left-Hand Water Pump. Need both pumps? Choose the 78-8501-PR Right-Hand and Left-Hand Water Pumps as a set. And if, your Flathead needs both, well… Henry gave you two pumps for a reason. Keep it cool. Keep it Ford. And keep it on the road.

Turn Signal Switch Removal & Replacement Guide Classic Ford Mustang, Falcon, Fairlane, Comet & F-Series Trucks (1960s–1970s) If your turn signals are acting up—or just plain dead—it’s often the switch inside the column calling it quits. The good news? This is a very doable repair with basic tools and a little patience. Below is a step-by-step guide to replacing classic Ford turn signal switches, including popular part numbers like C3OZ-13341-B, C5OZ-13341-B, C5OZ-13341-HQ, C9TZ-13341-C, and C9TZ-13341-USA. Why Replace Your Turn Signal Switch? A worn or failing turn signal switch can cause: Intermittent or non-functioning signals Brake light issues Horn malfunctions (shared circuit in many models) Replacing it restores proper electrical function and keeps your classic Ford safe—and road legal. Tools & Prep Steering wheel puller (TOOL-3600) Small crescent wrench Screwdrivers Dielectric grease Phone (for reference photos—trust me on this one) First rule: Disconnect the battery ground cable. Always. Step-by-Step Removal 1. Remove the Turn Signal Lever Twist the lever out. If it’s stubborn, use a small crescent wrench on the flat spot found on most originals. 2. Remove Horn Button or Ring Push down and turn left to release.⚠️ Go slow—there’s a spring underneath that likes to make a break for freedom. Inspect horn ring retainer Remove horn brush if equipped 3. Pull the Steering Wheel Use your steering wheel puller (TOOL-3600) and set the wheel aside. 4. Document Wiring (Critical Step) Before disconnecting anything: Take clear photos of wire routing and colors Or write them down if you're going old-school Some 1965+ models use connectors that may require a release tool. 5. Disconnect Wiring Under Dash Unplug the turn signal switch harness from beneath the dash. 6. Remove the Turn Signal Switch Back at the column: Remove the (3) mounting screws ONLY Do NOT remove the two large nuts (unless you enjoy fishing dropped studs out of a column…) Carefully pull the switch upward while feeding the wires out of the column. Installation Process 7. Compare Old vs New Switch Before installing: Match wire colors and count Confirm lever compatibility 8. Install New Switch Feed wires down through the column Seat the switch properly Reinstall the (3) retaining screws 9. Reconnect Wiring Plug into under-dash harness Apply dielectric grease to connections for longevity 10. Reassemble Column Reinstall steering wheel Install horn brush (if applicable) Replace spring, horn button/ring Thread in turn signal lever (don’t over tighten) Final Check (Moment of Truth) Reconnect the battery. Now… No smoke? Good sign. No weird noises? Even better. Turn the key and test: Turn signals Brake lights Horn If everything works—you nailed it.If not… well… time to retrace those wiring steps. Pro Tips from the Shop Floor Always photograph wiring before disassembly—memory lies, photos don’t Replace worn horn components while you’re in there Use dielectric grease to prevent future corrosion issues Never force the switch or lever during install Need the Right Turn Signal Switch? At C&G Ford Parts, we’ve been helping restorers get it right since 1978. Every part we carry is built for proper fitment and factory-correct function—because guessing doesn’t belong in a restoration. 👉 Browse our selection of classic Ford turn signal switches and get your signals back in sync.

Why This Job Matters This isn’t just about lights—it’s about safety and reliability. A fresh harness eliminates voltage drops, intermittent faults, and those “works when it feels like it” gremlins. It’s one of those upgrades that doesn’t show at the car show, but you’ll feel it every time you drive.

The evolution of the early Ford generator is a fascinating journey through the annals of automotive history, showcasing Ford's pioneering role in electrical system innovation. From the early 1900s to the 1950s, Ford generators underwent significant transformations in design and output, reflecting the increasing electrical demands of automobiles. 1920s: The Birth of the Ford Generator In the 1920s, Ford transitioned from the magneto system to actual generators. These early generators, used in models like the Model T, were a leap forward in automotive electrical systems. They typically produced about 6-8 volts and 10-15 amperes. This was a modest output, but it marked a significant improvement over the earlier systems, providing more reliable power for lighting and ignition. 1930s: Advancements in Power Output By the 1930s, as vehicles incorporated more electrical components, classic Ford generators evolved to meet these new demands. The output increased to approximately 12 volts, with the current rising to around 30-40 amperes. This improvement was crucial in powering additional features like radios and heaters, which were becoming standard in vehicles. 1940s: Post-War Technological Growth Post-World War II, the 1940s saw further advancements in Ford generators. The output stabilized around 12 volts, but the current capabilities expanded, reaching up to 40-50 amperes. This era's generators were more efficient and reliable, reflecting technological advancements and the growing complexity of automotive electrical systems. 1950s: The Peak of Generator Technology The 1950s represented the peak of generator technology before the transition to alternators. Ford generators during this decade were robust, producing 12 volts and capable of up to 50-60 amperes. This increased capacity was essential for powering more sophisticated electrical systems, including advanced lighting, climate control, and entertainment systems. In conclusion, the evolution of the early Ford generator from the 1920s to the 1950s is a testament to Ford's innovation in automotive technology. Each decade brought significant improvements in output and reliability, mirroring the evolution of automobiles themselves. From the humble beginnings of powering basic vehicle functions to meeting the demands of more complex and luxurious features, Ford generators played a crucial role in the advancement of automotive electrical systems.

INSTALLING A CLASSIC FORD DISTRIBUTOR 1932-1941 Old Ford Trucks, 1932-1941 Ford Passenger Cars and 1939-1941 Mercury Cars with original V8 distributor: 1. Check inner caps one at a time to make sure they fit distributor housing, sand them if needed. Also check to make sure once installed rotor does not hit the inner cap. After fitting inner caps put inner and outer caps together with the spark plug wires and set aside. 2. Mount coil to distributor making sure coil brush makes contact with rotor and copper contact is not bent. 3. Make sure the mounting surface is clean and there is nothing in the camshaft slot where the distributor mounts. Check to make sure mounting bolt threads are clean and free of dirt, set bolts on top of engine for easy reach. 4. Time to mount the distributor. Put gasket on base of distributor, you can put a small amount of sealant on the gasket. Place distributor on to timing cover using fingers to turn rotor to make sure distributor is correctly seated in the camshaft. The distributor will mount flat to the timing cover when correctly installed. If the distributor is not seated correctly you can crack the distributor case when you tighten the bolts. Now you can put the three mounting bolts in and tighten. Do not over tighten(snug). 5. Install inner/outer caps to the distributor and pop the bail over to hold in place. 6. Install vacuum line to distributor. 1941-47 (6 Cylinder “G” Engine) Old Ford Trucks and Passenger Cars, 1942-1947 Old Ford Trucks and 1942-1948 Passenger Cars/Mercury Cars (V8): 1. Make sure the mounting surface is clean and there is nothing in the camshaft slot where the distributor mounts. Check to make sure mounting bolt threads are clean and free of dirt, set bolts on top of engine for easy reach. 2. Place the rotor on distributor and mount distributor cap and turn rotor slowly to make sure the rotor does not hit the inner cap. If rotor hits cap lightly file end of rotor till it clears. Remove distributor cap and set aside. Leave rotor on distributor. 3. Time to mount the distributor. Put gasket on base of distributor, you can put a small amount of sealant on the gasket, be sure not to get sealant on vacuum rubber grommet. Place distributor on to timing cover using fingers to turn rotor to make sure distributor is correctly seated in the camshaft. The distributor will mount flat to the timing cover when correctly installed. If the distributor is not seated correctly you can crack the distributor case when you tighten the bolts. Now you can put the two mounting bolts in and tighten. Do not over tighten(snug). 4. Install distributor cap and pop clips on for 42 crab cap. If you have a 46-48 with the inner and outer cap you will have to install plug wires into cap first before installing caps on distributor.

As a classic Ford enthusiast, my journey in the realm of restoration has been nothing short of exhausting. The thrill of bringing a vintage beauty back to its former glory is unparalleled. However, this passion comes with its challenges, the most significant being sourcing the right parts. This is where classic reproduction Ford parts have become a game-changer for someone like me. For years, the pursuit of authentic, original used and NOS parts was akin to searching for a needle in a haystack. These parts, often scarce and very expensive, could mean the difference between a stalled project and a triumphant restoration. Then entered the world of reproduction parts – a world that has not only made restoration more accessible but also more reliable. Initially, I was skeptical about using reproduction parts. Would they fit correctly? Would they maintain the authentic look and feel of my classic Ford? These concerns, however, were quickly dispelled. Modern reproduction parts are crafted so that they seamlessly blend with the original components. Manufacturers use advanced technologies and materials to replicate parts. One of the biggest advantages I've experienced with reproduction parts is the availability of parts. Unlike original parts, which may have undergone decades of wear and tear, reproduction parts are brand new and often incorporate modern engineering improvements. This doesn't just bring peace of mind; it enhances the driving experience, making it safer and more enjoyable. From a cost perspective, reproduction parts are generally more affordable than their NOS counterparts. This affordability has allowed me to allocate resources to other aspects of restoration, like professional paint jobs or interior refurbishments. Moreover, the availability of these parts means less time scouring swap meets and more time in the garage, doing what I love. In conclusion, classic reproduction Ford parts have transformed the restoration landscape for enthusiasts like me. They bridge the gap between the past and the present, ensuring that the legacy of classic Fords continues to cruise down our roads, not just reside in our memories. They are a testament to the evolving nature of car restoration, blending tradition with innovation, and keeping the spirit of classic Fords alive and roaring.

Since you buy all your classic Ford parts from us, we thought we would enlighten you to a product that you might find useful! Let’s say you’re cruising around town in your Classic Ford… you’re reveling in the number of folks you see looking at your ride (yes your car, not you anymore). You roll to a stop easily and decide to turn the corner and drive down Main Street to see if any of your buddies have made it to the Burger Barn. Suddenly, you feel “clunk” and you KNOW the old Ford didn’t come that way from the factory, so you begin to wonder “Hmmm, what could the old girl need now?”Finishing the cruise you head home and call it a night. Next day you’re up and at ‘em, headed out to the garage. You whizz past your wife in your grubby's and wonder for a moment why she has a big grin on her face, “Oh well, she musta been on the phone” you figure. With a big grin on your face and a wave to the wife, you whistle out loud as you head out the door thinking, “I’ll be at this most of the day” After organizing your tool box and getting everything ready for troubleshooting you begin to diagnose what could be ailing your “baby”. After troubleshooting for a while, you begin to realize that the bushing in the upper steering tube has worn out. It turned to rock and the steering shaft is wobbling around in the tube causing the clunk you felt last night. “Well, that’s a relief” you gush, “I don’t need to tear apart the front end!” “I wonder if Ford has a warranty recall on those” you chuckle to yourself as you pull your dog eared copy of your trusty C&G Ford Parts catalog off the shelf. You see that there is a replacement rubber upper bushing that often gets worn out over the years. “Just what I need” you think. “Hold the phone, what’s this?” you spot a new- fangled “kit” that only C&G has! This Upper Steering tube bearing kit includes bearing, spring, and bushing sleeve that replaces the original rubber bushing for a longer lasting, easier turning, tight fit. The kit includes a diagram to show you exactly where to install the parts, and in it what order. “Excellent” you whistle. So you pick up the phone, call C&G and after speaking to some friendly and knowledgeable parts folk, you have your kit on the way. A couple days later, your classic Ford parts show up and you’re ready to install the new B-3517-K kit you ordered. Remove the steering wheel. Remove original rubber bushing from over worm shaft. Install in this order- bearing , sleeve , spring. Make sure the tapered ends are facing down on both bearing and sleeve, drive the bearing down the worm shaft about 3/4" with a large socket, then let sleeve follow. Finally, put spring over worm shaft, in-between the sleeve and the steering wheel. Put steering wheel back on and tighten down the steering nut. No more play in the upper part of the column! Steering Tube Bearing Kit B-3517-K

Classic Ford parts are essential components for enthusiasts and collectors who aim to restore, maintain, or customize their vintage Ford vehicles. Ford, one of the most iconic automakers in history, has produced a range of classic cars that have a special place in the hearts of many. From the legendary Model T to the Mustang, the legendary F series pick ups and Mercury's each classic Ford model has its unique set of parts and accessories that are sought after by collectors and restorers worldwide. The allure of classic Ford parts lies in their ability to bring a piece of automotive history back to life. These parts are not just replacements; they are fragments of a bygone era, each with a story to tell. Restoring a classic Ford using reproduction parts is like preserving a piece of art. It's about maintaining the integrity and authenticity of a vehicle that has been a symbol of American culture and innovation. One of the challenges in restoring classic Fords is finding the right parts. Authentic parts are often scarce, and locating them can be a painstaking process. Fortunately, C&G Ford Parts has made it easier for enthusiasts and restorers to find what they need. We have have a vast inventory of reproduction parts, from crank pulleys to dash bezels, and we cater to a range of models and years. The quality of classic Ford parts is paramount. Authentic parts are typically more durable and fit better than aftermarket replicas, but are very hard to find. Reproduction parts on the other hand ensure that the vehicle remains true to its original form, which is crucial for maintaining its appeal. For those who cannot find authentic parts, high-quality reproductions are the next best option. These parts are manufactured to match the original specifications as closely as possible. For many, the restoration of a classic Ford is more than a hobby; it's a passion. It involves meticulous work and a deep appreciation for the craftsmanship and engineering of a bygone era. Whether it's a complete restoration or a minor repair, using classic Ford parts is essential to keeping the legacy of these timeless vehicles alive. As these cars continue to age, the demand for high-quality classic parts is only expected to grow, making them an integral part of the classic car community.

The world of classic Ford parts is a niche fueled by a unique blend of nostalgia, engineering marvel, and a deep-seated passion for automotive history. This niche isn't just about maintaining or restoring old vehicles; it's about preserving a legacy, a piece of Americana that has shaped and been shaped by decades of innovation and culture. At the heart of this niche are the classic Fords themselves - from the groundbreaking Model T, the first car to be mass-produced, to the Mustang, an icon of American muscle and the F series pick ups which supply the backbone of America. Each model represents a different era, a distinct style of engineering and design. Restoring these vehicles is more than a hobby; it's a journey back in time, an attempt to capture the essence of an era long gone. For those immersed in the classic Ford parts niche, the hunt components is a significant part of the excitement. These enthusiasts spend countless hours searching through auto flea markets, online forums, and specialty shops for that perfect part. The joy of finding a rare, original component can be as exhilarating as driving the restored vehicle itself. The community aspect of this niche is incredibly strong. Across the world, classic Ford owners and restorers come together, both online and in person, to share stories, exchange knowledge, and offer support. Car shows and meet-ups turn into celebrations of these automotive treasures, where the beauty and craftsmanship of classic Fords are displayed with pride. Moreover, the classic Ford parts niche is not just about the past; it's about sustainability. In a world increasingly concerned with environmental impact, restoring and maintaining older vehicles is a form of recycling, giving new life to old Fords that might otherwise be forgotten relics. In essence, the classic Ford parts niche is more than a collection of old cars and their components. It's a testament to the enduring impact of Ford's innovations on automotive culture. It's a community bound by a shared passion for the art of restoration, a reverence for history, and the thrill of bringing a piece of that history back to life. For many, it's not just a hobby; it's a way of connecting with the past and preserving it for future generations. Here at C&G Ford Parts we specialize in reproduction Ford parts.