Bard stored the truck at a friend's farm where, in 1997, it
became victim to flooding of the Red River in what later became
known as the Flood of the Century. Forced to remove his truck
from the farm, Bard asked his employer, Ken Herzog, permission
to store it at his home. This arrangement turned into a unique
partnership.
"I bought the truck from Bob with the understanding
that we restore the truck from the ground up," Herzog
said. "Surprisingly enough this truck was all intact.
There was hardly any rust on it, just a little under the doors
and a little bit on the back of the cab. So there was very
little metal to replace."
Bard eventually found out his Dodge was a 1941, a rare find
according to Frank Harck, the vehicle's appraiser. "When
we were coming up with comparables there was nothing else
out there," said Harck. "There was a few around.
Nothing that's totally restored."
The period between 1939 and 1947 became known as the job-rated
era for Dodge trucks as they were designed specifically for
service. Three standard pick-up truck sizes were available:
the half ton, three-quarter ton, and the one ton. One-and-a-half
tons were offered from 1939 through 1942. Design features
that are consistent throughout the era include a "vee"
style windshield, a roomier cab, and a larger cargo area.
Bard said the bars located on the front at the bottom of the
grill are a feature unique to 1941.
What originally was planned to be a restoration project with
an expected cost of a few thousand dollars quickly swelled
well beyond expectations. "It's a good thing it was over
a three year period because it is costly and anyone who does
any restorations would find this out in a hurry…"
said Herzog. "Even though you're spending this kind of
money, you may never get your money out of it because it is
a labour of love," he warned.
Sourcing original parts was the biggest challenge according
to Herzog. Bard was responsible for the strenuous search for
parts, which extended well beyond local dealers. "I made
thousands of phone calls," he said. Bard went the extra
mile to make sure the parts were the same type used on the
original even if it meant using the same type of rivet, which
threatened the integrity of a freshly painted surface.
Attention to detail was not limited to the search for parts.
The grooves of screws along the deck are in perfect alignment
with the next one. Bard's nine-year-old son, Adam, was assigned
the task of making sure all the square nuts underneath the
deck were aligned. Brass parts were used whenever possible
to ensure longevity.
To make the truck street legal, turning signals, not required
in 1941, were created out of double-contact bulbs connected
to a six-volt system with a positive ground. Herzog credited
Fred McPherson with this work as well as a lot of the mechanical
work.
Lamont Kramer was responsible for the bodywork while Bard's
brother Dave handled the paintjob. The upholstery was done
by Ray Monkman, who spent three-and-a-half hours sewing a
steering wheel cover to look like it came out of the factory.
The project turned out to be very stimulating. Bard would
often find himself spending hours of spare time "tinkering"
with the hopes of suppressing his anticipation. "I couldn't
wait for it to get finished," he said. Herzog enjoyed
the experience as well. "It's very rewarding to see the
end product."
CONTRIBUTORS
Brent McNaught Automotive Center, Fred's Counter Bore Service,
Mid-Canada Suspension.
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