The 1949 Mercury That Almost Got Away
Some stories start with a dream. Mine began with a chopped, sleek, black Mercury Leadsled. The kind of car that haunts your thoughts, and once you've seen it, you know you won't rest until it’s yours. My obsession was sparked after watching two films: "Heart Like a Wheel," a biopic about Shirley Muldowney, the first female Top-Fuel drag racer, and "Cobra," where Sylvester Stallone made cool even cooler by driving a black, chopped Merc. That sealed the deal. I had to have one. A ’49 or ’50, 2-door Leadsled.
Over the years, I scoured every corner of South Africa and beyond for the perfect Merc. But 2-door models? Rare as hen’s teeth. All I could find were 4-door shells in states of disrepair that didn’t justify the cost and effort of restoration. And trust me, building a leadsled isn't a job for the faint of heart. It’s a long, painstaking process. At one point, I even considered importing a fiberglass Merc kit from AC Autos in the U.S., but the dream of finding a genuine 2-door was still burning.
Then one day, out of the blue, I got a call from a friend, Piet Slot, a fellow Merc owner and club member. He told me about a guy in Primrose, Johannesburg, selling a 2-door Mercury. You can imagine my skepticism—I thought it was a joke. But after a few calls, I had tracked down the car. Right in my own backyard.
The Merc was stripped down, a skeleton of its former self, but I had the vision. After categorizing all the parts, they went off to Marius Raaths for sandblasting, revealing the raw steel underneath. But fate had more in store for me.
Another friend, Andre van Rooyen, mentioned that he knew a guy, Okkie Marais from OJ Panelbeaters, who had been working on a '49 Merc for a couple of years. The car was chopped, and the stance was perfect. I drove out to see Okkie that very same day, and what I saw was nothing short of mind-blowing. The roof was chopped, the front chassis was z-ed (an old-school lowering technique), and the car’s overall silhouette was pure magic.
On the drive back home, an idea hit me. I jokingly called Okkie and asked if he’d consider swapping his chopped Merc for my untouched one. To my shock, he said he’d think about it! With a bit of persuasion, he agreed. Okkie had decided he’d rather build a stock Merc, and I found myself the proud owner of a pre-chopped, 600-hour-labor Merc. How lucky could one hot rodder get?
Building the Dream
The chassis was the first to undergo surgery. We sandblasted it, box-welded everything, and prepped it for the modifications that would follow. Every corner was triangulated for rigidity, all the necessary spaces and holes for exhausts were cut, and the chassis was primed and painted in a slick silver.
I’d picked up a faux Oldsmobile Rocket 88 valve cover kit for a small block Chevy at the Streetrod Nationals in the U.S. back in 2013, along with a Cadillac air cleaner cover—just the touches I needed for my dream sled. The 350 Chevy and Turbo 350 gearbox were rebuilt and painted in traditional Olds green. The whole setup runs a 600 CFM Holley carb. To accommodate the larger Chevy engine, we modified the firewall and gearbox tunnel. The fit is so clean, it looks factory original.
A custom aluminum radiator and master cylinder bottle, both crafted by Barry from Walkerville, completed the setup. In the rear, a Ford 9-inch differential was fitted with some serious suspension mods to slam the car to the ground. The rear springs are mounted above the axle with lowering blocks, while custom shock absorber and airbag mounts allow for the car’s extensive drop. All the pipes, brake lines, and wiring were carefully hidden within the chassis for a sleek, unobstructed look.
Low and Slow
The front suspension came courtesy of a Jaguar, with the springs removed for ultimate low riding. A left-hand-drive Jag rack and pinion setup was installed, custom shocks were fitted, and the air-ride suspension was sourced locally from Joburg. Both front and rear bags were fitted upside down for easy access to the airlines. The controls? Hidden in the glove box, of course. Clean, simple, and smooth.
I wanted everything about this build to scream custom, down to the wheels. The 15-inch custom-made steelies, with Jag PCD in the front and Ford PCD in the rear, were built by my longtime friend Cedric Saffy. The wide whitewall tires are from Coker, and the hubcaps are ripples from Speedway Motors. Classic.
Controversial Paint and Louvres Galore
When it came time to paint the car, I faced some pushback from friends. Matte purple? They thought I’d lost it, predicting disaster. But I stuck to my guns, and with the help of Annetjie from Autopaint Centre in Centurion, we mixed a unique matte purple that plays beautifully off the gloss black roof and body trim. It’s a look you either love or hate, but I think it’s one-of-a-kind.
Dave Blumberg worked his magic on the hood, punching in 92 perfectly aligned louvers. After about another 600 hours of prep, primer, and paintwork (in my carport, no less), the Merc was finally taking shape.
Finishing Touches
This sled isn’t just about looks, though. The interior was a labor of love. The dash was cut into 11 sections, converted from right-hand drive to left-hand drive, and re-welded. The clocks and instruments were redone by Pierre from Speedo Services, and the full-length electric windows are operated by switches hidden in the dash for that period-correct look.
The headlights were frenched outward, the taillights were lowered and encased in fiberglass surrounds, and the door handles remained stock. The whole build is a celebration of classic styling with a modern twist.
Inside, the bench seats were reworked, covered in black calf leather, and reshaped for that low, cruising profile. Fiberglass top panels hide the roll cage, adding strength without compromising on style. The rear parcel shelf and running boards were also custom-made, and the steering column came from Speedway Motors, topped with an original ’40 Ford white steering wheel.
The Final Lap
One of the most iconic touches on this car is the pillarless look—just like the famous Hirohata Merc from the '50s. The rear quarter glass and B-pillars can be removed for a coupe-style appearance, a nod to the great George Barris, who pioneered the look. It’s a tricky mod, but with some help and determination, we pulled it off, creating a stunning, pillarless, teardrop silhouette.
The build took about a year to complete, all in-house, except for the wiring done by Clint Mann from Alberton Autolecs. Bern van Gass did the bulk of the work, and I couldn’t be happier with the result. It’s a Merc that stands shoulder to shoulder with any high-dollar custom build, anywhere in the world.
This was my dream car—and now, it’s a reality. The Merc that almost got away is now a one-of-a-kind leadsled, ready to hit the streets.
Then one day, out of the blue, I got a call from a friend, Piet Slot, a fellow Merc owner and club member. He told me about a guy in Primrose, Johannesburg, selling a 2-door Mercury. You can imagine my skepticism—I thought it was a joke. But after a few calls, I had tracked down the car. Right in my own backyard.
The Merc was stripped down, a skeleton of its former self, but I had the vision. After categorizing all the parts, they went off to Marius Raaths for sandblasting, revealing the raw steel underneath. But fate had more in store for me.
Another friend, Andre van Rooyen, mentioned that he knew a guy, Okkie Marais from OJ Panelbeaters, who had been working on a '49 Merc for a couple of years. The car was chopped, and the stance was perfect. I drove out to see Okkie that very same day, and what I saw was nothing short of mind-blowing. The roof was chopped, the front chassis was z-ed (an old-school lowering technique), and the car’s overall silhouette was pure magic.
On the drive back home, an idea hit me. I jokingly called Okkie and asked if he’d consider swapping his chopped Merc for my untouched one. To my shock, he said he’d think about it! With a bit of persuasion, he agreed. Okkie had decided he’d rather build a stock Merc, and I found myself the proud owner of a pre-chopped, 600-hour-labor Merc. How lucky could one hot rodder get?
Building the Dream
The chassis was the first to undergo surgery. We sandblasted it, box-welded everything, and prepped it for the modifications that would follow. Every corner was triangulated for rigidity, all the necessary spaces and holes for exhausts were cut, and the chassis was primed and painted in a slick silver.
I’d picked up a faux Oldsmobile Rocket 88 valve cover kit for a small block Chevy at the Streetrod Nationals in the U.S. back in 2013, along with a Cadillac air cleaner cover—just the touches I needed for my dream sled. The 350 Chevy and Turbo 350 gearbox were rebuilt and painted in traditional Olds green. The whole setup runs a 600 CFM Holley carb. To accommodate the larger Chevy engine, we modified the firewall and gearbox tunnel. The fit is so clean, it looks factory original.
A custom aluminum radiator and master cylinder bottle, both crafted by Barry from Walkerville, completed the setup. In the rear, a Ford 9-inch differential was fitted with some serious suspension mods to slam the car to the ground. The rear springs are mounted above the axle with lowering blocks, while custom shock absorber and airbag mounts allow for the car’s extensive drop. All the pipes, brake lines, and wiring were carefully hidden within the chassis for a sleek, unobstructed look.
Low and Slow
The front suspension came courtesy of a Jaguar, with the springs removed for ultimate low riding. A left-hand-drive Jag rack and pinion setup was installed, custom shocks were fitted, and the air-ride suspension was sourced locally from Joburg. Both front and rear bags were fitted upside down for easy access to the airlines. The controls? Hidden in the glove box, of course. Clean, simple, and smooth.
I wanted everything about this build to scream custom, down to the wheels. The 15-inch custom-made steelies, with Jag PCD in the front and Ford PCD in the rear, were built by my longtime friend Cedric Saffy. The wide whitewall tires are from Coker, and the hubcaps are ripples from Speedway Motors. Classic.
Controversial Paint and Louvres Galore
When it came time to paint the car, I faced some pushback from friends. Matte purple? They thought I’d lost it, predicting disaster. But I stuck to my guns, and with the help of Annetjie from Autopaint Centre in Centurion, we mixed a unique matte purple that plays beautifully off the gloss black roof and body trim. It’s a look you either love or hate, but I think it’s one-of-a-kind.
Dave Blumberg worked his magic on the hood, punching in 92 perfectly aligned louvers. After about another 600 hours of prep, primer, and paintwork (in my carport, no less), the Merc was finally taking shape.
Finishing Touches
This sled isn’t just about looks, though. The interior was a labor of love. The dash was cut into 11 sections, converted from right-hand drive to left-hand drive, and re-welded. The clocks and instruments were redone by Pierre from Speedo Services, and the full-length electric windows are operated by switches hidden in the dash for that period-correct look.
The headlights were frenched outward, the taillights were lowered and encased in fiberglass surrounds, and the door handles remained stock. The whole build is a celebration of classic styling with a modern twist.
Inside, the bench seats were reworked, covered in black calf leather, and reshaped for that low, cruising profile. Fiberglass top panels hide the roll cage, adding strength without compromising on style. The rear parcel shelf and running boards were also custom-made, and the steering column came from Speedway Motors, topped with an original ’40 Ford white steering wheel.
The Final Lap
One of the most iconic touches on this car is the pillarless look—just like the famous Hirohata Merc from the '50s. The rear quarter glass and B-pillars can be removed for a coupe-style appearance, a nod to the great George Barris, who pioneered the look. It’s a tricky mod, but with some help and determination, we pulled it off, creating a stunning, pillarless, teardrop silhouette.
The build took about a year to complete, all in-house, except for the wiring done by Clint Mann from Alberton Autolecs. Bern van Gass did the bulk of the work, and I couldn’t be happier with the result. It’s a Merc that stands shoulder to shoulder with any high-dollar custom build, anywhere in the world.
This was my dream car—and now, it’s a reality. The Merc that almost got away is now a one-of-a-kind leadsled, ready to hit the streets.
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Sold:
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