AMERICAN BEAUTY

Inspiration and Design Evolution

Nearly five years ago, when Jimmy Pflueger first discussed the creation of this car with master craftsman Ray Kinney, their plans centered around an early Alex Tremulus illustration of the ’40 Mercury “Speedstar”, a design from the 1930s that was unknown to most and has been all but forgotten today, but for a handful of knowledgeable enthusiasts.
While they too admired the original design, Pflueger and Kinney decided on several changes that gave this vision a real-world look and absolute function, as well its own individuality. Numerous drawings were made to get the proportions right, and as time progressed, those two-dimensional concepts developed into the flowing image you’re enjoying here.

Chassis and Seating Details

Like others before it, Kinney based the chassis on a pair of Deuce framerails that were pinched into a flowing line in front, stepped in back for the rear axle, and boxed and fitted with several crossmembers suited to this car’s unique layout. Unlike most roadsters, the seating is located just a few inches ahead of the rear axle and deep inside the rails, for a driving position that reflects a racing heritage that is all but gone in today’s cab-forward world.
Because the driveshaft spins between the driver and passenger, Kinney created a tunnel that doubles as a full-length 3/16-inch scattershield, with a removable cover allowing access to the transmission, linkage, and other items below.

Front and Rear Suspension Setup

The front suspension is traditional, with a Super Bell dropped axle riding a mono-leaf spring with stainless hairpins, a sway bar, Hartford friction shocks, and Flaming River Vega steering box feeding a 3/4-inch shaft and Borgeson U-joints.
The rear suspension joins a 9-inch Ford with an overall width of 54 inches, a triangulated three-bar Watts linkage utilizing heim joints, and a set of Aldan Eagle double adjustable coilover shocks. At each corner you’ll also find polished Buick finned drum brakes with ’39 Lincoln backing plates and spindle mounts for the beautiful rolling stock.

Borrani Wheels and Rubber

As we mentioned, Borrani wire wheels are usually the exclusive domain of vintage Ferraris and other Italian thoroughbreds, but as you can see, they’re a natural for this car. A fine set of 15×8-inch aluminum rims with stainless spokes was used all around in combination with 235/60-15 Goodyear Eagle GT II rubber in front and 255/70R15s in back.

The Heart: ’53 Mercury Flathead Engine

The traditional side of this machine can be found in a ’53 Mercury Flathead that’s been completely reworked by longtime Indy crew chief and master fabricator Dick Russell. It spins a 4-1/8-inch crankshaft armed with Cunningham rods and Arias forged aluminum pistons, creating a total displacement of 296 ci. To improve breathing, a pair of specially built Ardun hemispherical aluminum heads were acquired, and these, too, received a large helping of Russell foresight, including needle-bearing roller rockers and many other modification “secrets” that make for spirited performance. One we can mention is the custom Isky camshaft with a Winfield grind pattern that makes the most of the adjoining hardware. To take full advantage of the improved breathing and combustion chambers, a hand-built aluminum intake manifold was shaped and fitted with a Demon 625cfm four-barrel carburetor and a custom air cleaner. Then came an MSD electronic ignition system to heat up the spark, and finally an Oberg oil filter to maximize engine life. The bottom side of the heads joins with hand-built, equal-length 1-1/2-inch headers that have been Jet Hot-coated for a better look and heat retention for added power. The remainder of the exhaust system required some unique thinking, as clearance is limited. To make the most of that space, 1×5-inch NASCAR tubing was used for the head pipe and followed up with stainless steel Borla turbo mufflers and 2×3-inch oval tailpipes. Once the exhaust system was completed, an aluminum belly pan was shaped around it from front to rear. The resulting exhaust tone certainly expands on this car’s exotic styling, leaving few clues that this motor is “just” an early Ford V-8.

Custom Transmission and Driveshaft

A specially built adapter was then created to join the Flathead motor with a new Borg-Warner T5 5-speed transmission mated with an unusual combination of a Chevy clutch and a Ford flywheel. The driveshaft was then shortened for this application and the final step came with a reworked B&M Ripper shift handle that was cut down and joined with the stock linkage.

Crafting the Aluminum Body

With a good portion of the chassis work completed, attention was turned to the creation of the aluminum body. With the drivetrain and suspension components in place, a wooden buck was shaped from lengths of 1-inch plywood separated every 12 inches by a series of bulkheads. As the various pieces came together, their shape was massaged until the contours of the various illustrations could be visualized in the body buck. As you might expect, this process was time-consuming, yet taking extra time at this point ensured that the desired body contour was achieved the first time around.
The first segment to take shape was the firewall, which was formed from 5052 H-14 aluminum 0.063-thick. This was located between the transmission adapter and the engine using a stanchion constructed of 1-inch round tubing for support. With this in place, the cowl and rocker panels were shaped along with the doorjambs, and it was at this point that Kinney decided the tail buck should be extended slightly. From there, the sleek tail design began coming together, with considerable care taken to keep the lines flowing, still more proof of Kinney’s considerable skills.
Next came the B-pillars, which incorporated stainless steel door hinges for the suicide doors, and the rear bulkhead was set in place with support from another 1-inch round tube fixture creating the seat back in the process. With the bulkheads in place, the doorjambs could now be shaped, and like all of the body panels, these pieces were first joined with a TIG welder. They continued to take shape the old-fashioned way, with slap hammers, dollies and shot bags, an English wheel and several metal bucks. The same can be said for the rear portion of the body, the hood and the doors, which were fitted with Bear Claw door latches. Next came the addition of 5052 0.063 inner panels and the outer skins, which took shape in 3003 0.063 aluminum, which makes up the entire exterior of this body. Finally, to make the most of these perfectly flat panels, black paint was applied with the same level of perfection, and the combination is astounding.

Fine Details: Doors, Panels, and Paint

Once the various body panels were in place, several trim pieces were created from a variety of materials. One of these highlights can be found in the grille, which joins 1/8-inch by 1/2-inch stainless strips with an oval bezel that brings everything together in style. The rear bumpers were created from 1-inch tubing, which follows the contour of the rear body panels. The bumper was then fitted with special stanchions that look great, while placing the ’37 Ford taillights at the correct height.

Windshield, Dash, and Interior

The windshield posts started out life on a ’27 T, but after being reworked and canted back, they were ready to accept new curved glass adapted from a portion of a Honda Accord windshield. The passing breezes are suppressed even further with a pair of sleek wind-wings with their own mirrors to supplement the center mirror topping off the windshield frame.
Beneath the windshield is a basic and beautiful dash fitted with Stewart-Warner Wings gauges that follow the flavor of this car. The center console continues this theme with a selection of switches and lights nestled in black aluminum surrounded by black leather. Tom Sewell brought this special touch to the mix, and followed with the same material for the seating and other subtle details. One of these is the Bell 15-inch, four-spoke steering wheel that has been well placed through the use of tubular supports and multiple Borgeson U-joints. It is also interesting to note that both of the seat backs are removable to allow easy access to the rear storage compartment, which also houses the battery and a 17-1/2-gallon fuel cell.

On the Road: Reception and Impact

Since its completion a few months back, Pflueger’s track roadster has been spotted at several events across parts of California and Arizona, and the response is always the same. First there’s question in people’s eyes, then admiration, and finally contemplation of what it would be like to slip behind the wheel of this wonderful creation. Then again, that’s about as close as any of them will ever get to driving this traditional creation, as Pflueger and his friends will keep this American Beauty on the fly.