237

Listed Now

$31,764

Avg. Asking Price

1923–1990

Year Range

Transmission Distribution

Automatic 32%

Manual 40%

Condition Distribution

Excellent 14%

Good 11%

Fair 3%

Poor 0%

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Model A rust patterns are predictable across all body styles. Lower body panels (especially behind the rear wheels and below the doors), running boards, fender attachment points, the rear cargo floor on roadsters and pickups, and the cowl seam where the windshield base meets the firewall are universal rust zones. The wood structure inside Model A bodies (most have wood inner framing supporting the steel outer panels) rots when water penetrates through failed weatherseals — repair requires specialist coachbuilding skill. Mechanically, the 200.5 cubic inch L-head four-cylinder is among the most over-engineered engines of the pre-war era — bulletproof when serviced correctly. Common issues include burnt valves on cars run with poor ignition timing, worn camshaft lobes (camshaft replacement is a significant job), oil leaks at the rear main seal (Model As had no rear main seal — leaks are normal), and worn timing gears. The three-speed sliding-gear transmission is robust but requires specialist knowledge to operate (no synchromesh, double-clutching required). The four-wheel mechanical brakes are one of the most safety-critical Model A maintenance items. Failed or poorly-adjusted brakes are the most common cause of Model A accidents. Brake adjustment requires specialist knowledge — the cable-and-rod system must be balanced front-to-rear and side-to-side. Many cars have been converted to hydraulic brakes over the years; from a concours judging perspective, original mechanical brakes are essential to authenticity. Electrical issues are universal: original 6-volt positive-ground systems require specific bulbs and components increasingly difficult to source. Many cars have been converted to 12-volt negative-ground systems for modern reliability — verify the conversion was done properly.

From a concours judging perspective, the Model A inspection is fundamentally about originality and proper documentation. The Model A Restorers Club (MAFCA) maintains the Authentic Specifications volume that documents factory-correct specifications for every body style, year, and option across the production run. Cross-reference any car you're considering against the Authentic Specifications before purchase. Body style verification is critical. The Model A was offered in over thirty body style variants across its production run — Tudor and Fordor sedans, Roadster, Phaeton, Victoria, Cabriolet, Coupe, Sport Coupe, Town Sedan, Town Car, Pickup, Panel Delivery, Mail Truck, and many specialty configurations. Each body style has its own collector trajectory and pricing structure. Verify the body style code on the firewall data plate against the actual body configuration. Engine number verification is essential. The engine number is stamped on the top of the block on the driver's side, just behind the cylinder head. Cross-reference against the original delivery records (where available) and against Ford's production sequence — the engine number range identifies the production date within several months. Replacement engines are common (Model A blocks were widely interchanged during the 1930s and 1940s) and reduce value 10-20% versus matching numbers cars. Wood structure inspection is unique to Model A buying. Most body styles have wood inner framing that supports the steel outer panels. Probe the wood structure at the door pillars, the windshield post, and the rear body corners. Soft, spongy, or rotten wood requires specialist coachbuilding repair — $5,000-$15,000 typical depending on extent. Mechanical condition: the four-cylinder should idle smoothly at 400-500 rpm, run cleanly through the rev range to 2,800 rpm, and produce no smoke at any operating condition. Compression should read 60-75 PSI uniformly across all four cylinders (Model A engines run lower compression than later overhead-valve engines). Test the brake adjustment by stopping the car at 20 mph — pull should be straight without grabbing or fading.

Model A pricing varies dramatically by body style. Closed sedans (Tudor and Fordor) are the most common and most affordable: driver-quality 1929-1931 Tudors run $15,000-$28,000. Fordors: $14,000-$26,000. Open body styles command premium pricing. Phaeton convertibles run $22,000-$42,000 for driver-quality cars. Roadsters: $25,000-$48,000. Sport Coupes: $22,000-$38,000. Cabriolets: $28,000-$55,000. Specialty body styles are the rare end of the market. Town Cars (with chauffeur partition): $45,000-$95,000. Town Sedans: $25,000-$45,000. Victorias: $30,000-$55,000. Pickups and Panel Deliveries are the modest premium segment: $22,000-$45,000 depending on condition and originality. Documented original-paint, low-mileage cars across all body styles command 20-40% premium over equivalent restorations. The unrestored survivor in original livery is consistently preferable to the freshly-restored car of unknown provenance from a concours judging perspective. Project Model As remain extraordinarily affordable: $5,000-$12,000 for running but rough cars across most body styles. Stripped roller candidates: $2,500-$6,000. The strong parts support and active marque community mean Model A restoration costs are dramatically lower than equivalent post-war classic restoration — $15,000-$35,000 for proper driver-quality refresh on a complete car.

The Model A succeeded the Model T after eighteen years of production. By 1927, the Model T's antiquated planetary transmission, hand-throttle ignition control, and Tin-Lizzie aesthetic had become a serious sales liability against more modern competitors. Henry Ford famously resisted updating the Model T for years — the Model A's development represented a complete redesign of every component, completed in remarkable time once Ford committed to the project. The four-month gap in Ford production between May 1927 (last Model T) and October 1927 (first Model A) was the only break in Ford passenger-car production from 1908 through World War II. Ford retooled the entire River Rouge complex during the gap and emerged with completely new production lines, completely new body stamping equipment, and a completely new car. Industry observers at the time considered the gap an enormous risk — but the Model A launch was the most successful in automotive history at the time, with over 400,000 advance orders before the first car was delivered. The 1928 Model A introduced the iconic "flying quail" radiator cap mascot designed by Ford stylist William Schmidt. The mascot was offered as a factory option through 1931 and is one of the most recognized vintage Ford accessories. Original flying quail mascots in good condition trade for $300-$800 in collector circles; reproductions are widely available but reduce concours value when installed on otherwise-original cars.