The Truth About Cars » Dodge A100 Hell Project The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Tue, 15 Jul 2014 13:00:42 +0000 en-US hourly 1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » Dodge A100 Hell Project Denver Alley Scavengers Scrap-Maddened By Torqueflite Visible In Yard, Camouflage Only Option Thu, 21 Mar 2013 13:00:35 +0000 These days, with scrappers paying $240/ton (the going rate in Denver; I hear it’s similar elsewhere) for cars and steel car parts, we’ve seen an explosion in the numbers of guys cruising around in hooptied-out minivans, pickups and the occasional bicycle with trailer, looking for metal. The older parts of the Denver urban core, where I live, have alleys between streets, and so the scavengers (I call them Jawas) spend their days patrolling these alleys in search of stuff they can turn into cash at the scrapper. It turns out that these guys can smell a transmission as they pass by, even one that’s behind a gate and barely visible.
My ’66 Dodge A100 van has proven to be a useful car-parts-and-lumber hauler, though I still haven’t made much progress on my 70s-style customization project. It has only one major mechanical headache, and that’s a transmission that leaks from every possible location; the van sat for 15 years before I got it, and all the seals and gaskets are bad. Replacing the pan gasket solved about 50% of the problem, but that’s really not enough. Normally, I’d just go to the junkyard and pick up another Torqueflite 727 from one of any number of easy-to-find dead Chryslers, but the A100 used a funky van-and-RV-only top-of-the-tailshaft rear mount. My plan is to rebuild the leaky 727, but I don’t want to immobilize the van while I’m learning the black art of slushbox rejuvenation.
Then my friend Andy, owner of a big yard full of interesting vehicles picked up a rusted-to-hell A100 with a good transmission.
I traded him these catalytic converters (hacked from a Lexus SC400 that served as the suspension donor for my 1941 Plymouth project) for his A100′s transmission, and now I just need to get around to doing the swap.
In the meantime, I stashed the transmission next to my garage. Whoops, forgot to bend the cooling lines up high enough, so there’s a bit of a melted-snow-and-transmission-fluid stain beneath it now.
But then the Jawas started catching sight of the Torqueflite through the (locked) gate. It’s not worth busting a padlock to get $12 worth of scrap, so my doorbell started ringing. “I’ll help you dispose of that unwanted transmission!” Then the notes appeared in my mailbox.
An old sheet will keep the transmission invisible until I put it in the van.
You can tell something is there, but it doesn’t look quite so metallic. What happens, though, when scrap steel gets to $1000/ton?

01 - Alley Scavengers Want My Torqueflite - Picture courtesy of Murilee Martin 02 - Alley Scavengers Want My Torqueflite - Picture courtesy of Murilee Martin 03 - Alley Scavengers Want My Torqueflite - Picture courtesy of Murilee Martin 04 - Alley Scavengers Want My Torqueflite - Picture courtesy of Murilee Martin 05 - Alley Scavengers Want My Torqueflite - Picture courtesy of Murilee Martin 06 - Alley Scavengers Want My Torqueflite - Picture courtesy of Murilee Martin 07 - Alley Scavengers Want My Torqueflite - Picture courtesy of Murilee Martin 08 - Alley Scavengers Want My Torqueflite - Picture courtesy of Murilee Martin ]]> 61
Junkyard Jackpot: The Missing Pieces For the A100 Hell Project Puzzle Fri, 17 Feb 2012 16:30:55 +0000 My 1966 Dodge A100 Hell Project has been in semi-hibernation since the summer, but now it has a rebuilt front end and I’m ready to get back into turning it into the 8-track-equipped custom van of my dreams. Since I bought my van project, the toughest problem has been finding junked A100s to provide a bunch of bits and pieces needed to get everything working properly. Alex Kierstein of Hooniverse grabbed a window latch from a Seattle junkyard and shipped it to me, which was a big help, but my van still had some bad glass and an annoying assortment of missing pieces. Then, last week, I got word that an A100 had appeared in a self-service yard a few miles from my house.
Unfortunately, I heard about this find late Wednesday night, and I was heading to the airport Thursday morning to fly out to the Yeehaw It’s Texas 24 Hours of LeMons. I knew that the vultures might well pick that rare van clean by the time I got back, so my only choice was to get up early, dash to the junkyard, pull the parts, and then rush to the airport. Bundling up against the 15-degree cold in many layers of Homeless Choice™ brand clothes, I threw my tools in my cargo-hauling Civic and burned rubber to I-25.
The #1 item on my list has been a replacement driver’s-side windshield panel; the one on my van was badly cracked and has the look of a piece of glass that wants to disintegrate into my face at highway speed. The one on this ’69 A100 (in fact, it’s the long-wheelbase A108 version of the A100) was in fine shape, and I actually cackled with glee when I saw it.
The ancient weatherstripping was dried-out and shrunken, in addition to being frozen rock-hard by the Denver winter air, and the locking strip was fused solid in its channel. This meant I was in for 45 minutes of chipping away at rubber the consistency of pine with a putty knife. Fortunately, the glass in these vans is absurdly thick, so there wasn’t much danger of cracking this windshield as I worked.
In a few areas, the glass had fused to the rubber with such tenacity that I had to use my Junkyard Hammer™ (Vice-Grips) to get the blade to bite.
Got it!
Another problem with my van is the window in one of the rear doors. It broke at some point, so a previous owner replaced it with a piece of Lexan. That worked OK, but the plastic has become very scratched and hazy, essentially opaque when the sun (or headlights) shine on it. This A108 had excellent rear door glass, complete with dark tinting.
This weatherstripping was quite flexible, so removing the glass was just a matter of slicing it with a utility knife and peeling the rubber away.
Three minutes later, the glass was out. Good thing I did the difficult glass-removal operation first, because my hands had become thoroughly frozen by this time. Mechanix gloves are great, but not really made for insulation.
Got the glass! Now to harvest some more stuff before my plane leaves DIA.
The A100, like many Chrysler products of the 1960s, used a foot-pump-operated windshield-washer squirter, with a plastic reservoir on a metal bracket. This system was missing most of its parts in my van, but this A108 had the entire setup in perfect working order. It’s almost impossible to find the black plastic washer-fluid reservoir in good shape, so this was quite a score for me. A few twists of the screwdriver and the whole mess was mine.
The heater blower motor in my van is bad. Here’s the replacement.
The instrument cluster in my van is extremely cool-looking, but only the ammeter functions. I’m considering modifying a 1961 Citroën ID19 cluster (which I own) to use in the A100, but it wouldn’t hurt to have a spare Dodge unit in case I want to rebuild the factory cluster. The 1969 version isn’t as vintage-looking as the ’66, but the innards are identical. Four screws and it’s out.
I also grabbed the horn button assembly, a taillight lens, some seat mounting pins, a side-view mirror, a door strap (which keeps the door from swinging open too far and bashing the bodywork), an engine-cover prop rod, and a bunch of small hardware I need. I had pulled all this stuff quickly enough that I had time (barely) to run back home and drop everything off before heading to the airport.
When I got back into town on Monday, I went back and got the other half of the windshield and the other rear door glass, plus some more small pieces. You never know when you’re going to need spare glass for your 46-year-old project!

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A100 Hell Project: Finally, the Right Tachometer Thu, 30 Jun 2011 18:00:49 +0000
The thing about my ’66 Dodge A100 van project that makes it a challenge is that I’m going for an early 1970s customization job, not the far easier late 1970s routine. My van won’t have Aztecs On Mars airbrush murals or a wood-burning stove (not that there’s anything wrong with those things), but it does have a telephone-handset-style 23-channel CB radio, (faux) Cragar S/S wheels, and now it has a Watergate-burglary-era cheap aftermarket tachometer.

You could buy this type of no-name tach from J.C. Whitney or Manny, Moe, and Jack for at least two solid decades. It’s got the right blend of 50s industro-chic and Early Malaise Era plasticky cheapness to go with my Sportsman Custom’s instrument cluster, which probably cost Chrysler about $4.17 to make. It will look just right bolted to the steering column.

I’m pretty sure the 4-6-8 selector feature on generic tachometers didn’t appear until the 1980s, but the Japanese factory that made these things probably didn’t change the essential design from its early-60s original until Gulf War I.

I picked up this gauge at the same yard that gave me the TBI intake for my van’s eventual Megasquirt conversion. Right now, the fuel tank is getting cleaned and having a return-line fitting added, so an EFI 318 should be powering my van in the not-incredibly-distant future.

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A100 Hell Project: Red Metalflake Naugahyde… or Reproduction Dart GT Vinyl? Thu, 07 Apr 2011 13:00:21 +0000
As the 1966 Dodge A100 Hell Project progresses (slowly), I’m finally at the point at which T-shirts and towels draped over the trashed seats— nuked by over a decade of outdoor storage in the Colorado sun— no longer cut it. It’s time to fix ‘em up!

The framing and foam rubber are in beat but usable condition, but the original vinyl covers are totally hopeless. I could find some junkyard seats narrow enough to fit (e.g., Miata or MR2 seats), but that just won’t cut it in an A100. Now I face a dilemma: Do I go all-out custom and find some totally stony red metalflake Naugahyde, then get a custom upholstery shop to make my seats look like something out of a booth in an upscale Wisconsin bowling alley, circa 1964? Thick red piping, the works? Or do I call up my ex-coworkers at Year One and order me up a set of 1965 Dart GT seat covers? The Dart GT and most of the Chrysler factory drag race cars of the era used light and simple A100 buckets, so I could be all vintage-correct and get some colorful Dart covers sewn onto my van seats. What to do?

For now, I need a temporary solution, so I can drive the van without getting covered with crumbly foam-rubber chunks. Hey, Tradesman-based RVs of the 1970s use very similar seats to the A100′s!

This junked 1975 Dodge RV had seats that were first cousins to the ones in my van; the external dimensions are identical, though the spacing of the tracks are narrower in the A100. For 20 bucks, though, I’ll take one!

All I need to do is remove the RV’s seat tracks and drill new mounting holes for the A100′s. Fortunately, the front-to-back distance is the same for both, so I don’t need to fabricate funky brackets to get the A100 tracks installed.

Here’s the A100 seat.

The old tracks come off easily; they’re not even particularly grungy. Sometimes junkyard seats have narsty petri-dish-grade biological material packed into the track hardware, but not these.

The A100′s tracks are spaced about 9-1/2″ apart.

Measure once, cut 15 times!

After drilling fresh holes in the RV seat’s frame, I used nuts and bolts to attach the A100′s tracks.


Installed, the new seat is a bit grimy but a huge improvement over what was there before. This temporary measure buys me some time until I can decide between wild custom or semi-factory-correct (I’m not even considering getting repro A100 seat covers, since they came in boring solid neutral colors only). What would you do?

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A Little Help From Hooniverse: Leaky Van Window Fixed With Long-Distance Junkyard Parts Mon, 04 Apr 2011 13:00:18 +0000
The A100 Hell Project really isn’t very hellish, since the van is rust-free and still has most of its tough-to-find trim parts. However, the list of really irritating minor problems that must be solved to bring a project vehicle up to real-world-enjoyable status is always long. One of the most maddening was the busted window latch on one of the right-side windows. Chrysler changed the design on this latch— which probably cost about 14 cents per unit new— in the late 1960s, which means they’re very rare in junkyards, and nobody seems to be selling them on eBay. Snow and rain were getting in, the window clattered while driving, and anyone who wanted to rummage in the van for crack-exchangeable valuables could reach right in and pop the side door lock. What to do?

Ford Econolines of the 80s and 90s used a fairly similar window-latch design, and I could have modified one to work on the A100 without too much hassle. I’m trying to keep the correct trim components in the A100, as part of my 1973-style custom-van project, so the Econoline hack remained a last resort.

The super-low-budget pot-metal construction of the old latch failed at the bracket that mounts to the door frame. No way I could fix that and have it come out looking right.

But then Hooniverse writer Alex Kierstein dropped me an email, saying that he’d found an A100 in a Seattle wrecking yard. It was fairly well picked over, but still had a little meat clinging to its gnawed bones. Did I want anything? I sure did! In addition to the window latch, Alex grabbed me another item on my list: a non-trashed factory radio antenna. The stuff was on the way to Denver right away. Thanks, Alex!

Chrysler’s penny-pinching with sub-low-bidder parts suppliers, coupled with damp Pacific Northwest conditions, meant that the channel that mounts the latch to the window glass was hopelessly rusted and got pretty well mangled during removal. Fortunately, I only needed to replace part of my latch.

Some quick work with the drill on the rivet holding the lower bracket…

…and I’ve got the part that I need to fix my latch.

I had to be careful not to break the latch off the window, but this part of the job wasn’t difficult.

But a job like this always has at least one unexpected headache. All I need to do to remove the rest of the broken mounting bracket is remove three screws. What could go wrong?

Ka-tink! Wait, why did something fall inside the door when the last screw came out? Yes, Chrysler saved 0.4 cents per van by using an unsecured backing plate with three threaded holes, so that the bracket could be adjusted to compensate for flaky tolerances, rather than just eliminating the flakiness and screwing the bracket right into the door. The line worker simply set down his half-pint of Granddad, reached inside the door to hold the backing plate in place, and screwed the bracket down. Then the next line worker set down his flask of peach schnapps and kicked the door panel into place with his steel-toed boot. Meanwhile, Chrysler hired several new layers of management to find new ways to cut corners on parts quality, another layer of management to write reports on parts-quality corner cutting, and yet another layer to find ways to lower the quality of life for line workers, which jacked up their booze consumption to even more disastrous levels in the 1970s. The upshot of all this was that I had to remove the inside door handle, pry off the door panel, reach through a sharp-edged access hole, and root around in a bunch of 45-year-old schmutz to find the backing plate, which had fallen into a totally unreachable crevice. This was the most time-consuming part of the latch replacement process.

A quick trip to the hardware store and the rivet replacement goes on.

All fixed! Next on the list: do something about the disintegrating seat vinyl.

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Carburetor Bad, Fuel Injection Good: Custom Dodge Van Donates EFI System To A100 Hell Project Fri, 01 Apr 2011 16:00:06 +0000
I’ve been driving the A100 Hell Project around with its horrible-at-best Carter BBD carburetor (which Chrysler almost certainly chose because it was 18 cents cheaper than a Holley), and every time it stumbles, refuses to idle, or performs any of the standard repertoire of BBD tricks, I swear to myself that I’m going to go to fuel injection real soon. That process began weekend before last, when I grabbed the intake and throttle body off an ’89 Dodge van.

Oh, I have a Holley 2300 in the garage, and an adapter to bolt it to the Carter-friendly intake, but that’ll just be a temporary measure. The long-term plan involves a Megasquirt setup controlling bolt-on Chrysler factory hardware. I need to rig a fuel return line to the A100′s tank, along with a high-pressure fuel pump and an oxygen sensor in the exhaust, but the first step involved scoring an intake/throttle body setup from a pre-Magnum 318 or 360 Dodge truck. A quick phone call to Andy, LeMons racer and owner of a Colorado yard packed with such goodies as this time-capsule ’66 Coronet and the King of the Molester Vans, and I was on my way to snatch the intake hardware off a Crusher-bound ’89 Dodge Ram van conversion. “You might have to help me move some other cars out of the way first,” he told me, and he wasn’t kidding. Here’s the view of the van when I arrived.

What van, right? After we dragged the ’02 Camaro, the Peugeot 505, the ’95 Caprice, and the ’79 Malibu station wagon out of the way and over to the other side of the yard, we still had the Golf, the Monte, and the Vanagon to go. Andy has plenty of inventory, and it’s all for sale!

There it is! It’s a shame to crush a running van conversion in nice shape, but the scrap value is higher than the real-world resale value these days; those who once wanted these vans now insist on giant SUVs.

Hmmm… that intake isn’t coming out from this side!

That’s better! Once the doghouse came off, access to just about all the fasteners was quite easy.

Rodents had been nesting on the engine, so I had to brush away lots of hantavirus-saturated mouse poop and nest material to get to the intake bolts.

The only real hassle was removing the AC compressor brackets, which attach to the front of the intake manifold. That part had to be done from the front, with every socket extension and swivel in my toolbox. Adding to the fun was the mixup of metric and SAE fasteners used by Dodge during the late 1980s (this concept served as the inspiration for a great 24 Hours of LeMons penalty.)

Success! Then it was time to admire some of the great machinery in Andy’s yard.

Like, say, this refrigerator-white big-block Satellite! I’ll share some more of my photos of Andy’s inventory in the near future, so check in later.

Intake, throttle body, air cleaner, distributor, various sensors, pretty much 85% of the parts I’ll need to go to a Megasquirt EFI system in the A100, all tossed in the back of my increasingly beat ’92 Civic. The intake should bolt right on to my 318, and the throttle body is more or less self-contained, with built-in fuel-pressure regulator, most of the needed sensors, and the correct downshift linkage attachments. Since I’m not trying to go fast, the power limitations of this throttle body won’t matter to me; I just want the van to start in all weather, idle smoothly, and crack the two-digit fuel-economy barrier.

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Dodge A100 Hell Project: You Want Luxury? Here’s Luxury! Fri, 18 Mar 2011 17:00:22 +0000
These days, we’ve got endless choices in plush, comfy trucks. Back when my 1966 Dodge A100 project van was built, the top trim level of the A100 was the Sportsman Custom, and that was one of your few luxury-truck choices at the time. Naturally, I insisted on a Sportsman Custom when I went shopping for a vintage flat-nose van. With the Sportsman Custom, you got such creature comforts as ashtrays, an AM radio, and— best of all— a steel step that popped out when you opened the side doors. The one on my van wasn’t exactly working when I bought it, but some bashing with a sledgehammer careful adjustment and hosing down with Liquid Wrench judicious lubrication fixed it right up!

Check it out in action! I still need to scrounge up some nice minivan bench seats, or maybe four La-Z-Boy recliners, in order to haul my passengers in true 1966-grade truck luxury; I don’t want them to think that, say, an IHC Travelall would be more comfortable. Independent front suspension? Don’t need it! Sound-deadening insulation? Slows you down! Air conditioning? Plain ol’ windows were good enough for Grandpa, and they oughta be good enough for us!

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Down On The Mile High Street: 1966 Dodge A100 Sportsman Sat, 05 Feb 2011 01:00:23 +0000
It just occurred to me that my own A100 Hell Project hasn’t been featured on Whatever I’m Calling The Series Of Photographs Of Old Street-Parked Vehicles These Days. It’s a total nightmare to drive in the snow (particularly for a snow-country n00b like me), but it looks pretty good with the white stuff.

I think a limited-slip differential and some snow tires would make this thing much a much more civilized winter driver, but Denver snow usually doesn’t stay around for long and I’m not all that motivated to drive my van on the ice (though a limited-slip would be fun for 318-powered smokey burnouts). Did I mention that I still haven’t gotten around to fixing the heater?

Right now I’m building up parts for a suspension rebuild and shopping around for an upholstery shop that will do the seats in the proper metalflake-red Naugahyde with gold piping. I’m also hoping to find some seriously sci-fi-looking 1970s speakers for the 8-track sound system; those Mandrill and Montrose tapes need to be heard!. When the warm weather arrives, this van needs to be ready!

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