Banker Brothers 3-window coupe

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Banker Brothers 3-window coupe
« on: June 30, 2016, 10:52:11 PM »
Banker Bros. 3-window
Featured in '61 HRM. Full-fendered.
 THEN & NOW
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TS3X65MPH

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Re: Banker Brothers 3-window coupe
« Reply #1 on: July 13, 2016, 01:20:18 AM »
When Boyd redid the car.
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Re: Banker Brothers 3-window coupe
« Reply #2 on: July 13, 2016, 01:31:30 AM »
1932 Ford Deuce - Back To Black Attack
Written by Thom Taylor on December 19, 2014
Contributors: Wes Allison

Gary Lorenzini’s Deuce three-window coupe is a veteran of HOT ROD magazine, having been featured first in the Nov. 1961 issue and again in July 1987. Each time it’s made the pages of HOT ROD, it has been radically different from its previous incarnation, and this time is no exception.

Gary purchased his coupe in early 1974 after having built and thrashed a T-bucket that he used for, among other things, lots of street racing. “We used to drive over to the Cucamonga vineyards late at night and race,” Gary says. “The last time I went, there were 30 cars racing before the cops showed up.”

This old coupe had been through a couple of owners, always staying in the Pasadena, California, area when Gary pulled the trigger. He slowly began the building process, but his real estate business was expanding, so progress was slow. He leaned a little on his pal, Pete Chapouris, for suggestions over the next few years while he picked away and came up with a plan.

One of Pete’s suggestions was to have yours truly sketch some ideas back in the early 1980s for body mods to make the coupe distinctive, contemporary, and different from the way Gary received it, which was a much used and abused version of how it was featured in 1961.

Back then, in an article called “Deuces A Pair,” the coupe and companion Fordor sedan of brothers Walt and Larry Banker featured virtually identical ebony black Deuces, both running 1959 Corvette mills and four-speeds. Gary had the beginnings of a real HOT ROD deuce coupe. Little did Gary know that more than 30 years later this car would be awarded one of the 75 most significant 1932 Fords for the 75th anniversary of the Deuce Ford.

Around the time I got called into the build, Pete had befriended builder Boyd Coddington, who was looking for a few good hot rod projects he could build his reputation around. By then, Pete was solidly into his Pete & Jake’s Hot Rod Parts business with partner Jake Jacobs and felt Boyd could help finish what Gary had started, but was now finding trouble carving out time to complete.

What I came up with was a hood that carried onto the cowl, much like 1933 Fords. The 1932 Ford was the trial, so to speak, for Ford’s complete switch in 1933 to front-opening suicide doors. Since all 1932 Fords basically used common frame and front sheetmetal components, the Deluxe three-window cowls dramatically swoop into the hood/firewall. They are the widest 1932 Fords at 2 inches more per side, so that swoop is quite pronounced. Lengthening the hood into the cowl made for a subtler, clean transition, and also allowed for the hood line to mimic the door shut line, much like 1933 and 1934 Fords.

The depth of the grille shell was narrowed, also like a 1933 grille, and the shell was chopped, but it retains its distinctive upright stance and stock-appearing grille opening. The rear fenders were bobbed and the frame horns, gas tank, and frame-horn covers were eliminated. An aluminum roll pan created by Terry Hegman of Fountain Valley, California, was created to fill the space. Terry also got the unenviable task of finding a replacement top and re-chopping the lid after the first chopper hacked the original beyond repair. Hegman also filled it and leaned the windshield posts back for a more aggressive profile. All of these features were retained for Gary’s latest version.

The coupe was a combination of subtle yet dynamic, featuring Dana Red paint by Fat Jack Robinson with Dennis Rickleffs flames and stripes, Richard Catton–built small-block stacked with four chromed Webers, and wild billet items like the early Boyds wheels, valve covers, and matching air cleaner, mirrors, and more. Remember, you may hate billet aluminum today, but in the 1980s it was cooler than disco dancing. Or as cool as milk truck wheels and original Ardun heads are today.

One other point about the second build was that most street rods of the day were fairly docile and refined. Gary’s coupe was not. It ran like a striped-ass ape. Though he followed many of the trends of the times, he wanted his coupe to be stupidly fast. It was.

Gary enjoyed his coupe for many years, always holding back the urge to make changes. Hey, he liked what he wrought. Then, what began as a leaky radiator fix back in 2004 soon became a much larger flood. “In retrospect, I should have built a new car, but it started small and just snowballed,” Gary says. He began by pulling the radiator for a quick fix, and then started thinking about how much he wanted a supercharged engine. So Gary pulled the engine and then made a call to Ray Zeller Racing Engines in La Habra, California.

Zeller started with a Dart 383ci block punched out to 400 cubes, line bored, decked, and blueprinted. Bob Morgan Engineering reworked the Brownfield heads, using Crane roller rockers and a Rocket roller cam.

Crowning the engine is a Mooneyham supercharger breathing through two 600-cfm double-pumper Holleys. A Milodon geardrive runs up front and an aluminum flywheel spins at the back of the block.

In the ignition department, Steve Sbelgio at Eclipse Engineering in Whittier, California, completely gutted the vintage Joe Hunt magneto to convert to electronic spark. A Richmond five-speed with a Long shifter and linkage was the trans choice. So now Gary had a stroker that dyno’d at more than 650 hp hooked to a five-speed—the perfect combo to break that Corvette independent rear. That was the next thing to be replaced. Gary installed a Winters Champ quick-change rear with coilovers.

Now the drivetrain was livened up, but the hood wouldn’t fit over the carbs. Gary sent the coupe back to Hegman, who fashioned a new scoop reminiscent of the old Greer-Black-Prudhomme fueler from the 1960s, and created an entirely new aluminum hood with Eric Vaughn louvers.

So why was the color changed to black? Says Gary, “Well, I originally wanted the car black back when Boyd finished it, and in fact had already painted the fenders and some other body parts black, but Boyd talked me into red. Now was my chance to have it the way I originally wanted it.” This isn’t the first time we have heard this from a former Coddington customer, and all we can say is he must have been persuasive. And what about the flames? “I wanted it to be a bit more subtle this time; toned down—that’s why everything is shot-peened; there’s almost no chrome on the car. I wanted it more like a hot rod than street rod.”

As time moved on and Gary’s real estate involvement continued to ramp up, he found almost no time to continue building the Deuce. He even built a new shop at his home to try and make things more convenient and go a little quicker. In the end, old friend and So-Cal Speed Shop (Pomona, California) proprietor Chapouris told Gary to bring it to him and he’d finish it for Gary before he and Gary’s wife, Susan, were too old to enjoy it. “I really wanted to do it myself this time,” Gary says. “It was going to take too many more years at the pace I was going.”

At So-Cal the crew continued with the chassis, retaining the dropped axle and four-bar front suspension, but had the axle drilled and chromed. Once the big stuff was handled, Gary and the So-Cal crew worked together creating components and details for the chassis, making the exhaust, shot-peening the wheels, installing the ARP fasteners, and so much more over the next two years.

This time Mick Jenkins in Pomona, California, admirably handled the single-stage black paint, while the leather chocolate interior is the work of Gabe’s Interiors, San Bernardino, California. They created the door panels and completely reworked the 30-year-old seats. The aluminum headliner was made back in the 1980s covered in tan wool. So-Cal cleaned it up and treated it to a brushed finish. Hegman created all of the aluminum in the trunk, and the stainless gas tank.

This car has never been subtle yet it saws back and forth between refined and brutal. The craftsmanship and execution are like jewelry, but its presence is like a sledgehammer.

In many ways it’s like Gary himself, who is as humble and considerate as you can imagine—until he’s in his coupe. Then he’s into terrorizing his passengers with the total brutality of the car. Why the Jekyll and Hyde persona? “A hot rod needs a big engine, it just has to be,” Gary says. “That’s what I’m used to. I used to sidestep my T-bucket at six-grand. Unfortunately, it’s rubbed off on my son, Scott.”

Wife Susan recently found Gary’s old T-bucket, had Scott restore it, and presented it to Gary last Father’s Day. And Scott is working on his own Deuce roadster, while dad is hot rodding a low-mile Deuce sedan. It seems like the whole family is juggling between projects and work in the new Lorenzini shop. If projects slow down too much, Gary knows how to speed them up.
You Aren't Living If Your Windshield Isn't Dirty.

TS3X65MPH

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  • THANKS TO MY DAD & MOM,WIFE GLYNIS & SON STEVEN
Re: Banker Brothers 3-window coupe
« Reply #3 on: July 13, 2016, 01:43:08 AM »
From So Cal Shop Party.
You Aren't Living If Your Windshield Isn't Dirty.

TS3X65MPH

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Re: Banker Brothers 3-window coupe
« Reply #4 on: November 08, 2016, 12:22:20 PM »
A few when Gary drove it up to P-Town.
You Aren't Living If Your Windshield Isn't Dirty.

TS3X65MPH

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  • THANKS TO MY DAD & MOM,WIFE GLYNIS & SON STEVEN
Re: Banker Brothers 3-window coupe
« Reply #5 on: August 18, 2017, 11:45:02 AM »
Getting close to a yr.
What the hell.Here's a few more.
You Aren't Living If Your Windshield Isn't Dirty.