The Real story behind NZ First FOrd CL-9000 - ‘Whistlin’ Dixie’
One of a kind, the unique and stunning Ford CL-9000 imported privately into New Zealand by entrepreneur Alan Mayo.
Article published on line only
It’s funny how sometime when someone rings up with a question, the subject turns and you find out more about a subject you have an interest in. Well that just what happened recently when Alan Mayo rung to find out if I knew where ‘Whistlin’ Dixie’ might be. As we chatted Alan began recalling how he purchased the Ford CL-9000 in America and shipped it home hoping to move into the transport industry now that it was de-regulating.
‘Whistlin’ Dixie’ is a unique beast in New Zealand. This one-off truck certainly drew a lot of attention with its imposing high mounted cab. Released in 1977 in the US, the Ford CL-9000 was a dramatic step forward for Ford which followed on from its fairly ordinary W-9000.
Whistlin Dixie loaded with American pick up trucks, which was Alan’s main business.
The CL-9000 was a new design, from the ground up the company claimed at the time. The chassis utilised Ford’s existing robust bolted design qualities and componentry. With a standard 1680sq in. radiator the truck could handle engine outputs up to 600 SAE horsepower they said.
However, it was the all new aluminium cab that grabbed the industry’s attention. This light weight but strong design with the body panels welded to a structural cage. The cab was offered in five lengths stretching from a day cab to a 110” sleeper compartment, complete with a double bed, lockers and wardrobe. For the first time Ford offered a four-point air suspension system for the cab as an option.
On the inside the driver was catered to with a wide variety of advanced features from multiple heater/air conditioning units to luxurious surrounding. The low engine tunnel improved access to the sleeper compartment or passengers’ seat and a wraparound dash placed all controls within easy reach. A unique feature was that all the gauges, switches and light bulbs were plug in types. They even went as far as standardising on a single bulb type. Circuit breakers replaced fuses, and a solid bus bar replaced wires behind the dash.
The wind tunnel tested cab offered significant drag reduction with resultant gains in fuel economy.
The cab was finished in up to seven layers of paint and gloss topcoats with a huge array of custom glamour colours to show the stunning lines off to their fullest.
Daily checks could be completed without tilting the cab.
Its not hard then to image how, whilst shopping in America for Chevy Pick-Ups to send home to convert and sell, Alan was grabbed by the imposing Ford. (Alan’s main business was importing these Pick-Ups for the New Zealand market.)
It must be remembered that up until the 1980s New Zealand retained a strict regime of Import Licences to import and without a licence required an exemption. Alan explored the option of Ford NZ bringing in a CL-9000 but the company was unable to supply. Having exhausted all effort for the legitimate importer to supply, Ford provided a letter which Alan was able to take to the government to seek an exemption for his unique truck.
Looks like new, the mirror imaged right hand drive dash board.
With just 9,000 miles on the clock, the truck was still like new. Alan set to work in the US, dismantling the major components to minimise the freight costs which at the time were horrendous.
The cab was packed tight with all the wheels and chassis accessories and the engine and gearbox removed and crated. The suspensions were removed, and the components slipped between the chassis rails so everything was as compact as possible.
Hard at work, Whistlin Dixie was powered by a Cummins 290 backed up by a 13 speed Roadranger.
Once back home the process of rebuilding the truck began. The biggest job was the conversion process, however by cutting up the original dash and then modifying it to suit, a new fibreglass copy could be produced. The steering box was relocated from the left to right hand chassis rail and all the air and electrical cables were redistributed to suit the new dash.
During the rebuild Alan swapped out the 9 speed Roadranger with a 13-speed direct drive he had purchased from Dalhoff & King. He sold the old gearbox to a bus company and ended up spending the same money on the new box! The only change the gearbox swap required was trimming the length of the drive shaft to suit.
The big Ford resplendent in the sun.
The 6800kg tare offered by the Ford was pretty attractive. The package included a 290hp Big Cam, 13 speed transmission and Reyco suspension. Alan admits it had pretty long legs with the original diffs.
With the unit all finished and looking stunning in its fancy paint job, the truck was taken home to sit in the family drive-way looking pristine and pretty.
Alan was now busy building C10 Chevy Pick-Ups, the big beast sat around for 12 months, used as a transportation truck for the Chevy Pick-Ups to Expos and the odd Sunday drive with the family piled into the cab for a day’s outing
Moving into the importation and right-hand conversion of the C10 Chevrolet Pick-Up trucks, Alan decided it was time to sell “Whistlin’ Dixie”. After Alan’s efforts in Wellington and Victor Lendich’s attempts in Auckland where the truck sat on the yard for some months, the decision was then “get the truck back from Auckland”.
All finished and ready for sale.
Alan advertised throughout the country when he received that one call. The meeting and viewing were arranged to be in Taupo at 8.30am one Saturday morning. Alan’s wife Deirdre recalls, “On the Saturday morning at 7.00am, there was all this rumbling and brakes hissing outside our motel room, there was a line of big rigs and their drivers all eager to look at “Whistlin’ Dixie”.
Nigel Livermore purchased the unit after this viewing in Taupo and ran the truck for years afterwards. In the end the truck suffered an accident after covering around a million kilometres.
Photos: David Lowe, Alan Mayo and Rod Simmonds.
The brown was swapped for blue before the truck disappeared.