Note:  The panel features an upper flat face and a lower flat face with a recessed stamping of the lower flat face.  The upper edge of the panel essentially features a right angle from the front of the panel to the top edge.

Painted black

Note:  These panels feature a rounded raised bead at the top edge up the upper flat panel which causes the dash to appears as though the upper flat panel and lower flat panel are each recessed deeper into the dashboard.  This design was carried over into Bantam production.

Painted body color

Note: In photo at right and above, the ignition switches are not installed properly.  These switches should be mounted from the rear.

Note: Painted black unless otherwise specified (i.e. specified as di nok)

Photo at top right shows the dash of an original 1939 panel truck.  Bottom right shows the dash of a restored 1939 panel truck.

Note: It is believed that these were originally wood grained using the Di-Noc process.

Painted in body color

Note: From existing original examples, it appears that the gauge, knob, and ignition holes were punched while the panel itself was hand cut.  The edges of these panels appear to have been beveled.  Original panels were made from ferrous steel and are often found rusted.  Some panels have trace evidence of original engine turned patter.  Supposedly, these panels were finished in clear lacquer over the plain steel after being machined.

Top right illustrates a dash panel in a roadster.  Note that this particular piece of trim has a crinkle finish on the metal which may have been an experimental pattern.

2nd and 3rd right illustrate dashboards from 1938 coupes which have the accessory panels in place.

Bottom right illustrates the difference in height between a coupe accessory dash trim and roadster trim.

Note: there is a belief that these would not have been installed in vehicles having wood grained dashboards.

Ink stamp reading: “596B***2” (more legible stamp needed)

4th photo illustrates gasket which goes between Gauge Glass Retainer and Glass.  The gasket is made from either black or tan gasket paper.

Bottom right illustrates the cork gasket in place.

Note the cork gasket consists of a single length of cork which is pushed into the channel until its ends meet.

Flat glass

See reference letter A at right.

Convex glass

See reference letter B, above right.

See reference letter D, above right.

Note:  These are not a perfect fit and are somewhat loose in a Bezel with poor gaskets.

See reference letter C, above right.

Top right is cropped from the 1938 press literature.

2nd right illustrates the two piece nature of the speedometer face.  On the left is a hand painted glass dial, which is separated from a cream colored face which is recessed.

Bottom right illustrates complete face assembly.

Not illustrated is the coordinated center which is fixed to the speedometer mechanism, within which the Hupmobile style needle spins.  These were Hupmobile units, likely used before Bantam artwork was completed.

These are similar in concept to the silver faced Hupmobile speedometer (photo at lower right) which Bantam speedometers were drawn from.  More details on Hupmobile instruments below.

Photo at 2nd right is a very original face.  Note that the four notches around the perimeter are folded in portions of the face that mount it directly to the speedometer mechanism.

Photo at 3rd right highlights the part number used for these faces 97654.  You can also see remnants of the original cream color which has not been altered from exposure to light.

Photo at 4th right, comparison between 97654 and 98864 faces illustrating noticeable difference between “cream” and silver pearl faces.

Photo at bottom right illustrates contrast between cream and well preserved silver pearl face.

Photo top right illustrates well preserved silver pearl faces mounted in a car.

2nd right illustrates a partially discolored silver pearl face.

3rd right illustrates the Stewart Warner part number for this face: 98864.  Aside from the color, all other aspects of this appear to be similar to the cream colored face.

4th right illustrates the silver pearl face at right, in comparison with an original cream.

Bottom right illustrates a silver pearl face with a preserved silver pearl instrument face.  Note the similarity in color.

Top right:  Speedometer in a 1938 American Bantam Roadster imported to Denmark which belonged to a family known for importing vehicle components into the country to be assembled at their factory.  The car remained in the family through the late 1980’s and many components are original to the car.  The speedometer appears to have 20 at the 9:00 position, 60 at the 12:00 position, 100 at the 3:00 position, and 120 at the end of the dial.  While it appears to feature two sizes of numbering, it clearly follows a different scale than the American market cars.  This is likely an original KMH speedometer.

Lower right: The speedometer currently in car 66007 which was in the UK when this photograph was taken but the production log does not explicitly state that the car was built for export.  Seeing as this gauge shows 2.1 miles, and that the KMH numerals appear to be hand applied, it is possible that this gauge was altered when restored.  More information on these gauges is needed.

Face at right refurbished by Bob’s Speedometer

Face at right refurbished by Michael Browne.

Face at right refurbished by D&M speedometers.

Face at right refurbished by Jim Schwartzkopf.

Face at right refurbished by Jim Schwartzkopf.

Unknown Supplier

Unknown Supplier

These graphics were published in the AABC club news.

The crescent pieces of metal at the top and bottom of the mechanism are the portions of the assembly where the tabs on the face are bent around to secure it to the mechanism.  If you look closely, you will see a slight recess in the edges near each end.  These are the exact points of interface between the face and mechanism.

Note:  Some Bantam units utilize speedometer needle shafts of varying thickness.  Earlier cars used thinner shafts similar to Hupmobile units.

Top right illustrates the manner in which the angle adapter interfaces with the speedometer.

Stewart Warner part number 65535 (or P-65535).  In the 2nd – 4th photos you can see a brass threaded portion which is fit into the angle adapter.  This is essential for using this device with a speedometer.

The bottom two photos illustrate a p-65535 which was likely used with a Stewart Warner tachometer.  These units did not come with the brass insert, drive piece, or gear.

At right is one of two variations utilized by Hupmobile.  The lowermost photo at the right is from a Bantam press release where one of these Hupmobile gauges may have been installed.

This housing is very similar to the Hupmobile unit but does not have the additional brackets for mounting it and also lacks holes for a gauge mounted in the 12 o’clock position.  Stewart Warner is stamped in the top of the housing.  The original finish appears to be some sort of grey plating (perhaps zinc?)

Note:  Stamps may account for housing having a particular oil pressure gauge, a particular colored face, or even a particular shape of glass lens.  I was not careful in disassembling these so additional information would be needed.

Stamped numbers:

9889602

988?9c2

9589602

Amp range -15 – +15.  These were mounted in the 9 o’clock position of Bantam triple gauges.

Amp range -30 to +30.  Mounted in the 12 o’clock position of Bantam quad gauges.

Stewart Warner part number 98897 is marked on the face and 98898F7 is stamped in ink on the rear.

Stewart Warner face part number 100709 with 100710C7 stamped on the rear along with the number 32.

These are the same units used in BRC’s

Note, the Gauge at right was found in an NOS box, but appears to have been used.  It appears to have been built using the incorrect rear panel which places the notch in the wrong spot of the housing.  This would be the same back used on an oil pressure gauge from an Hupmobile oriented at the 9 o’clock position, so it is odd that this gauge has this mounting flange.