Munz owns three 1940 coupes: two Deluxe models and one Standard. They have all been tastefully modified, and each of them has been owned by a famous personality in the old-car and Hot Rod hobby. A few words about ’40 Fords are in order first. The curvaceous 1940 Ford Coupe, long a favorite of early Ford V-8 fans and Hot Rodders, was principally styled by Ford’s head of design Eugene T. “Bob” Gregorie in consultation with Ford Motor Company President Edsel Bryant Ford. The Deluxe coupe was available in two models. It could be ordered in what Ford called a “5-passenger Business Coupe” with a split folding front seat (like a convertible) and two foldable rear jump seats. A Standard model coupe was also offered. A second version, the less expensive three-passenger coupe, offered a hinged front seat, which lifted up for access to a storage area that was in turn topped with a flat, full-width package tray. Built on the same 112-inch wheelbase as the other models in Ford’s lineup for 1940, both coupes offered a very large trunk, which made the coupe a favorite with moonshiners, because there was plenty of room to transport multiple cases of mason jars filled with illegal whiskey. Looking at the 1938, 1939 and 1940 coupe designs, although there are sheet-metal differences, there’s a distinct resemblance that’s easy to see from the cowl rearward. It’s not coincidental. After 1937, where Ford cars were scaled back in size for one model year, the succeeding intent was to make new Ford models appear larger and more substantial. Limited by that 112-inch wheelbase, Gregorie designed progressively longer overhangs in the front and the rear to give the illusion of a much larger car. In 1939, Ford introduced four-wheel hydraulic brakes and sealed- beam headlamps. There was still a Toploader floor shift for the 3-speed manual transmission. For 1940, Ford finally offered a steering-column shifter, which made it easier to accommodate three people in the coupe. Aside from the all-new, more yacht- like hood and grille design, and numerous trim differences, the 1940 Deluxe Fords closely resembled their 1939 counterparts. The ‘40’s flowing lines and teardrop-shaped fenders evoked an Art Deco styling premise. Standard models adapted the basic 1939 Ford Deluxe hood design, with the grille teeth painted instead of plated. The ’39 Ford’s distinctive teardrop-shaped tail lights were replaced with chevron-shaped lights. Deluxe models had two rear lights; Standard coupes had just one tail light. The ’40 Fords had a smart, new chrome-plated headlamp surround with parking lights incorporated. Under the hood, the ’40 coupe offered Ford’s 221/85 BHP flathead V-8 as standard equipment. Buyers could select the 239/95 BHP Mercury V-8 engine as an option, and although few ordered it, the 135 CI V-8/60 was also available. Interiors were several varieties of mohair, and leather was a rare, extra-cost option. Munz’s 1940 Ford Deluxe is a Mandarin Maroon business coupe that was owned by the son of Lorin Sorensen, a noted Ford enthusiast and author of many books on Ford. Sorensen published 22 issues of “Ford Life” magazine before stopping publishing in mid-1974. It’s powered by a 331 CI Cadillac V-8, an unlikely combination, perhaps, for a Ford man like Sorensen who published so many fine books on Ford flathead V-8s. It’s basically stock in appearance, but that big Cadillac powerplant ensures it can go down the road in a hurry. Because John Sorensen was a pretty young guy, he gave the title to his father, Lorin. It showed up in an auction in the late ‘80s at the Chauncey Ranch in Scottsdale in the rain. Munz recalled the day in detail. “When they pulled it up in the stand, all wet, I walked around the car, saw the ‘gennie’ interior and how well everything fit. When they opened the hood and I saw the Cad, I thought, ‘Uh oh.’ So, I stepped right up and paid $17,700 for it. “A friend of mine from Minneapolis, who passed away a few years ago, kept bugging me and bugging me and bugging me. Finally, I sold that coupe to Bruce Johnson from Minneapolis. When he passed on, Steve Hendrickson made a deal and bought most of his cars from his widow. Bruce had told me if he ever sold it, he would give me the first shot. Well, Stevie honored that. I bought it back.”
