Ford Aerostar message board

dave boley · Moderator

Saying Hi...

R3DN3K · Administrator

Welcome, ya the site is just getting started but im hoping that it will become a great place for other Aerostar owners to come together and talk about the best van ever!

FORDBOYpete · Moderator

Dave,
I've seen your/this project before, somewhere else. I was going to do a E-series onto an F-series using a 78 F-250 & mid 80's E-200 Van, but "Henry" made an Excursion so I quit the concept & moved on to other more unique ventures. . . blankstare    confuse
BUT, in doing Research & Planning for the proposed "project" I came up with the concept below out of the need for both structural integrity & eye appeal.
It seems to me in your case you may want to consider running the Aero roof panel all the way across your F-100 Cab to it's windshield header beam or at least close as possible to that connection point as you can. I believe stepped the connections,
a "Z" or inverted "L's" in seam/ splice line of both body component assemblies will give you greater structural integrity than a straight butt to butt -- connection.

I know realize I say is lots more work, but it's mostly concealed on completion and will enhance your "Over All" quality & structural integrity of the finish project, don't you agree? I mean ladder frames work & flex, and uni or mono**** bodies do not, so we are talking about different flexion rates. Shear & twist will still occur so the monolith has to either be capable or tolerating flexation or surrender to it through failure. Flexation in sheet metal structure can result in "catastrophic failures", at least in engineering terms it's catastrophic. Cracks fatiguing loss of integrity, etc.

In aesthetic terms such a design change would also eliminate the "hoop dee doo" effect where Aero roof meets F-100 cab back, thereby giving you a single plane, roofline transition. Plus, it's a alot easier to "nail" single layer of a roof panel sheet to a compound laminate header beam stamping, than stitching two sheets together in a seam or butt weld, at least for me it's easier. It's easier to fine finish too.

In addition there is a beam formed around cab door you can connect/ tie Aero roof beam to at it's front "C" pillar of your sliding door. There's a roof beam on otherside
of the Aero roof panel and "C" piller behind driver's door of the Aero body too. Tying all those beams together will provide ridgidity & strength you'll lose when you cut both bodies to make that all important splice.  The photo shopped image shows divergent planes. What I'm suggesting is a convergent single plane.

If you run into problems at compound curve where transition radii (radiuses) start I suggest you visit Ron Covell's video, or someone else's on "You Tube" on using an English Wheel. Just go to You Tube & search " English Wheel" you will find you have your pick of several different videos. They will teach you in an avaning what I spent weeks learning before there was a YOU TUBE. . . biggrin . . biggrin . . biggrin

I recently bought an English Wheel from Harbor Frieght for under $300 with a complete set of extra die anvils of different radii (radiuses). I don't use one a lot so there is no sense of me spending $1,000's on one. But Hey, for $300 it's well worth
it to me. The quality is good enough for occasional use. I'm not a production shop.
When you do this "One Off" or as you call it "Darkside Project" you may get people after you to do other such projects. I did but I do not want to go there again. I want to do what I do for the Hell of doing it, not for the money and pressure it brings. . . . Call it Old Age or whatever, It's not happening any more.

Back In The Day when I was cogitating the F-250 + E-200 "wedding" it would have been a 460 powered 7 passenger that would have flown in the face of all Blowtie Suburbans. The key in that project was to start with a 77-8-9 LWB Super Cab that foot or so of extension was an ideal "flanging point" to make the splice at.

Oh Well, Who Knew, Huh?

FBp .. ...   ....

dave boley · Moderator

FORDBOYpete wrote:

Dave,
I've seen your/this project before, somewhere else.

I participate pretty heavily on the FTE forums. It might have neen on there or the Ol Skool forums.

I was going to do a E-series onto an F-series using a 78 F-250 & mid 80's E-200 Van, but "Henry" made an Excursion so I quit the concept & moved on to other more unique ventures. . .

Yeah, I've had a few strange ideas before that never got much past the brain stage and probably that was a good thing. This is one of those projects that might not get off the ground so far as the grafting on of the Aerostar body shell is concerned. It just so happens that I found a Ford panel truck near by. Of course it remains that I may not be able to buy it.

BUT, in doing Research & Planning for the proposed "project" I came up with the concept below out of the need for both structural integrity & eye appeal.
It seems to me in your case you may want to consider running the Aero roof panel all the way across your F-100 Cab to it's windshield header beam or at least close as possible to that connection point as you can. I believe stepped the connections,
a "Z" or inverted "L's" in seam/ splice line of both body component assemblies will give you greater structural integrity than a straight butt to butt -- connection.

I know realize I say is lots more work, but it's mostly concealed on completion and will enhance your "Over All" quality & structural integrity of the finish project, don't you agree? I mean ladder frames work & flex, and uni or mono**** bodies do not, so we are talking about different flexion rates. Shear & twist will still occur so the monolith has to either be capable or tolerating flexation or surrender to it through failure. Flexation in sheet metal structure can result in "catastrophic failures", at least in engineering terms it's catastrophic. Cracks fatiguing loss of integrity, etc.

In aesthetic terms such a design change would also eliminate the "hoop dee doo" effect where Aero roof meets F-100 cab back, thereby giving you a single plane, roofline transition. Plus, it's a alot easier to "nail" single layer of a roof panel sheet to a compound laminate header beam stamping, than stitching two sheets together in a seam or butt weld, at least for me it's easier. It's easier to fine finish too.

In addition there is a beam formed around cab door you can connect/ tie Aero roof beam to at it's front "C" pillar of your sliding door. There's a roof beam on otherside
of the Aero roof panel and "C" piller behind driver's door of the Aero body too. Tying all those beams together will provide ridgidity & strength you'll lose when you cut both bodies to make that all important splice.  The photo shopped image shows divergent planes. What I'm suggesting is a convergent single plane.

I totally agree with you on most of your above points. Bringing the roof panel to the front edge of the old cab was also a thought I had. For me it's a matter of not making any iron clad decisions until I actually start trying to put the stuff together. I have been putting a lot of thought into the task of converting the Aero's shell into a frame mounted body. One of these tasks would be to cut out the integrated frame boxes completely and spot in cross members to secure the body to the frame.

If you run into problems at compound curve where transition radii (radiuses) start I suggest you visit Ron Covell's video, or someone else's on "You Tube" on using an English Wheel. Just go to You Tube & search " English Wheel" you will find you have your pick of several different videos. They will teach you in an avaning what I spent weeks learning before there was a YOU TUBE. . .  . .  . .

I saw Ron on one of the Powerblock shows they run on Spike TV on the weekends. He is pretty impressive.

I recently bought an English Wheel from Harbor Frieght for under $300 with a complete set of extra die anvils of different radii (radiuses). I don't use one a lot so there is no sense of me spending $1,000's on one. But Hey, for $300 it's well worth
it to me. The quality is good enough for occasional use. I'm not a production shop.

I have been toying with the idea of buying one of those from HF. I have never talked to anybody that has one. I thought about building one and buying their wheel and roller set. However, if what they have is adequate for this type wor I mat just get one.

I have a 50" set of pinch rolls that I ma in the process of motorizing with a reversable gear motor. I allso want to build or get a seam roller.

When you do this "One Off" or as you call it "Darkside Project" you may get people after you to do other such projects. I did but I do not want to go there again. I want to do what I do for the Hell of doing it, not for the money and pressure it brings. . . . Call it Old Age or whatever, It's not happening any more.

I have mixed feelings about that. I think I would be willing to take on portions of other people's projects but I just don't have the room to have their vehicles around for long periods of time.

Yep, Father Time is also knocking at my door. I'm almost 64 and and logic says I'm not going to live forever so it's time to make the most of my time. I do need to take on some projects to support other stuff. I have been rebuilding and repairing old Lincoln and Miller generator welding machines off and on which helps pay the bills but there again, they are time consuming.

Back In The Day when I was cogitating the F-250 + E-200 "wedding" it would have been a 460 powered 7 passenger that would have flown in the face of all Blowtie Suburbans. The key in that project was to start with a 77-8-9 LWB Super Cab that foot or so of extension was an ideal "flanging point" to make the splice at.

Oh Well, Who Knew, Huh?

FBp .. ...   ....

I think it would be interesting to keep in touch as it seems you have been into a lot of this sort of thing. I will try to get back here more often.

Later Man...