Last year, some of the folks here at CUSTOM RODDER invited a few bigger name street rod builders to construct their vision of a "reader-relatable" mild custom rod. We had guidelines, of course, such as no major body modifications, no frame-offs, and no wild suspension or drivetrain swaps. We wanted to see what a builder who would normally create a high-digit street rod could do with such limitations, as it's pretty much the opposite of what they're best known for doing. Obviously, many opted to pass due to such restraints (or busy schedules), but the first to step up to the plate was the young-yet-amazing rod builder from Alabama, Alan Johnson.
If you're a regular reader of Street Rodder, then Alan's name should be recognizable from the number of his creations that have been featured in past years--most recently, his father's '48 Ford woodie that graced the Oct. '02 cover. And it was due to his high-caliber credentials that we were a bit worried he might end up going way over the top with this particular project. When the 2002 SEMA Show finally came around, we got to see for the first time what Johnson had spent +the previous summer months laboring on--a beautifully executed '62 Ford Galaxie convertible, done just the way we had asked! Ironically, the drop-top was displayed in "Street Rod Alley," which worked to our advantage of showing the street rod aftermarket that there really is a future in post-'48 American cars--it's about time they take notice!
What Alan and the boys at Johnson's Hot Rod Shop in Gadsden, Alabama, started with is pretty much what a lot of us start out with--a fairly clean, complete, running '60s car. These kind of cars are the perfect candidates for people on a budget, as you can drive your project as you redo it a little at a time. This makes the bite on the wallet small, but (in most cases) doesn't leave you with a hunk of parts lying in the garage waiting for you to get off your ass and make a go of it. But, being who and what he is (plus the fact that he was on a schedule!), Alan jumped into the project headfirst.
Starting beneath the sheetmetal, Johnson's began with the suspension. Along with using a basic Air Ride Technologies kit, they rebuilt the frontend with a Rare Parts rebuild kit, threw on a pair of '77 T-bird spindles (for lowering and disc brakes), and added a bolt-on sway bar from Quickor Suspension. With the 'Bird brakes went the accompanying power master cylinder, while the steering (factory power) was left stock. On the other end, the 3.70-geared 9-inch was retrofit with an Air Ride bolt-on bag kit, as well as with a Quickor sway bar. The old steelies were swapped for a set of Colorado Custom 18- and 20-inch Valdez billets with 225 and 245 series BFGoodrich Comp T/As. As stated earlier, Alan was given limitations on how far he could go with mechanicals, but we gave him some extra slack in the transmission department. We allowed this for the plain fact that while most '60s-era engines are, for the most part, fairly easy to work with (including rebuilding), the transmissions are not. And, due to this fact a number of major transmission companies have stepped up and produced adapters to mate early V-8s to late overdrives. Hughes Performance supplied Johnson's with a conversion kit that allowed the stock 390 to be paired up with a GM 700-R4. The shop had to do a little modification work (as many of the kits require) in order to fit a Power Master high-torque starter with the "mixed-race" combo, but once it was done, it was well worth the effort. The engine itself received an Edelbrock Performer intake with a Barry Grant 625-cfm Road Demon carb; MSD ignition; Sanderson headers (with Flowmaster mufflers); and Zoops valve covers and various accessories. With the exception of some possible added machining for the tranny adapter, all the drivetrain updates are things the average reader could do in his or her garage.
Next came the exterior rehab, which also included mild shaving of the antenna, emblems, and some trim. With all of the new stainless and chrome situated, the bodywork was finished by Wesley Johnson, while the application of the PPG Wimbledon White was handled by Kevin Adcock. The top mechanism was refurbished and covered in with a black factory-type material.
For the interior, Alan had Bill Holbrook redo the seats with the stock red vinyl and cover the flooring with carpet from ACC. However, he left the door paneling and dash to be recovered by Just Dashes out in California. We ran a story on that procedure a few years ago, but just to refresh some memories, Just Dashes can recover just about any dash in pretty much any condition to better than stock specs--and that also includes a select variety of door panels, as well. A Billet Specialties steering wheel and Vintage Air controls/vents help break up the otherwise stock interior, but the all-red ensemble really sets off the creamy white exterior when the top is down.
Sure, Alan probably would have liked to have his crew go all the way with the Galaxie (creating a show-stopping full custom), but as much as most of us can truly appreciate and admire that type of car, how many can really relate in regard to our own capabilities and financial limitations? This is the kind of car that is built to drive, plain and simple.
 A '77 T-bird was robbed of...  A '77 T-bird was robbed of its spindles, which not only afforded a slight lowering, but the upgrade of disc brakes, as well. The frame was modified to accept the upper bag cups, and a bolt-on sway bar from Quickor Suspension was used. |  The Galaxie didn't pose as...  The Galaxie didn't pose as much of a problem for relocating the front shocks as some '60s cars do. Alan used the supplied Air Ride brackets, placing the shocks behind the control arms. |  For the rear, not only were...  For the rear, not only were Air Ride spring-helper-type mounts used, but... |
 ...also track bars fabricated...  ...also track bars fabricated to take the place of removed leaves to control spring deflection. |  The sleeve bags mount on top...  The sleeve bags mount on top of the leaf and below the framerail with a bolt-on bracket from Air Ride. |  Instead of just having the...  Instead of just having the old sloppy trans rebuilt, Johnson opted for a new 700-R4 and adapter kit from Hughes Performance. |
 The plate comes oversize,...  The plate comes oversize, as shown, for precise trimming. Once referenced from the block, it can be cut and further machined. |  Block interference required...  Block interference required the Power Master starter housing be trimmed back, which still left three mounting points to attach to the plate. |  With the new flexplate and...  With the new flexplate and converter installed, the tranny and modified starter fit like a glove. Alan used a custom driveshaft from Inland Empire Drive Line to hook the trans to the 9-inch. |
 And to properly secure the...  And to properly secure the 700 between the Galaxie's framerails, a custom rear crossmember was fabricated. |  While GM enthusiasts have...  While GM enthusiasts have a bevy of companies to choose from for repop interior products, the later Ford folks don't have it so easy. Alan contacted Just Dashes to have the weathered dashpad and door panels recovered to better than factory originals. Bill Holbrook finished up the interior with factory red vinyl and wool carpet from Auto Custom Carpets. |  When it comes to paint, convertibles...  When it comes to paint, convertibles are cake! |
 JHRS crew members Wesley Johnson...  JHRS crew members Wesley Johnson (body) and Kevin Adcock (paint) converted the once red exterior to its current off-white using products from PPG. | | |