1950 Ford Custom Deluxe

Automakers resumed production following World War II with mildly updated versions of their pre-war products. It took a few years to introduce completely new postwar era cars, most were introduced near the close of the 1940s. Ford turned to designer George Walter, commonly known as the 'Cellini of Chrome,' for new, modern, and streamlined designs to bring them into the 1950s. Introduced for 1949, Ford engineers had updated the antiquated suspension system using wishbones and longitudinal rear springs. Chrome trim and molding accented the slab-sided body. Models included the base Ford series and the top-of-the-line Custom Series, both offered with six- or eight-cylinder engines.

Since the Ford lineup was all-new for 1949, the 1950 models were nearly identical, even though advertisements stated '50 improvements for 50.' Changes included redesigned hood ornaments, flattop horn ring, push-button handles on exterior doors, recessed gas filler neck, and a three-bladed cooling. Models included the Deluxe Series and the Custom Deluxe Series. Again, both were powered by either an L-head six-cylinder engine with a 226 cubic-inch displacement and developing 95 horsepower at 3,300 RPM. The L-head eight-cylinder engine displaced 239 cubic-inches and offered 100 horsepower at 3,600 RPM. A three-speed manual type transmission with a semi-centrifugal-type clutch was standard. Options included a three-speed helical gearset and synchronizers for second and third gears or a three-speed manual with automatic overdrive.

Body styles on the Custom Deluxe Six included a 2- and 4-door sedan, Club Coupe, and eight-passenger station wagon. The V-8 versions included the body styles of the six and added a two-door, six-passenger Crestliner, and a convertible. Total series output was 818,371 which greatly exceeded the 388,368 Deluxe series output.

The Custom Deluxe Series added additional chrome trim around the window, a chrome horn ring, armrests on all doors, passenger assist strap on the interior 'B' pillars, and two sun visors. An additional chrome strip ran along the lower half of the body, and model identification could be found at the front end of the chrome strip.

Although the public had agreed with the new 1949 models, the station wagons were not as popular. Ford, for many years, had affectionally referred to them as the nation's wagonmaster, and they had excelled in popularity. The Ford plants in upper Michigan had built the wagon bodies from 1940 through 1948, with wood being sourced from Ford-owned forests. As the 1940s were ended, much of the industry was phasing out wood altogether, and many traditional wagon bodies would not work with the new car lines.

Because of the profound investment in the wood art form, Ford was reluctant to go all-steel. Instead, the skinned the steel skeleton body with mahogany plywood, framed in maple or birch. During the war, they had learned heat-bonding and laminating techniques while building gliders for the armed forces, leading to curved wood laminates. This construction was less costly, reduced waste, and was allowed for complex wood shapes.

Only the top-of-the-line Custom Deluxe Series was offered with the station wagon with prices starting at $2,030 for the six-cylinder version and $2,100 for the V8. Total production reached 29,017 examples in 1950. Although not as popular as the 2-door sedan which found 396,060 buyers or the Sedan with 247,181 sales, it did find more buyers than the 2-door Crestliner which had 8,703 sales.

The 1950 Ford Station Wagon interior had real leather only on the driver's seat. The second and third-row seats were in vinyl. They continued to use the window design, seats, and wood tailgate of the 1949 Custom, but now the second seat could be folded flat for load space, and the tailgate could now be laid flat. The third seat still had to be removed, allowing for various interior configurations depending on use and needs. Steel stamping replaced the prior wood tailgate, and the side windows were changed so that only the forward pane slid open. The side panels, too, were now steel, with Di-Noc imitation woodgrain.

The later model year Ford wagons were given a new title of Country Squire which did not appear on the cars but were used in various print ads and dealer folders of the period. This name would go on to become one of the most recognized names in American station wagons.

by Dan Vaughan

V-8 Convertible
Chassis number: BOLU133211

It took a few years after World War II for automakers to introduce truly new postwar era cars. Most had been updates of cars sold prior to World War I. For the Ford marque, their troubles were much deeper than just the need to introduce a new car; they troubles began during the 1930s. The Great Depression and increasing competition had slowed some of the company's success. Henry Ford's persistence on updating antiquated suspension system had been another factor for slightly lower sales. As the war came to an end, the Ford Motor Company emerged in declining financial health. Their fortunes were soon turned around with the help of designer George Walter, commonly known as the 'Cellini of Chrome.' Walter was known for his streamline design concepts that would culminate into the elegant designs found on the Ford cars during the late 1940s.

the designs of 1949 were carried over to the 1950 and 1951 models with minor aesthetic updates. The Custom Deluxe V8 series came equipped with two sun visors, additional chrome accents, and armrests as standard equipment.

In 2008 this 1950 Ford Custom Deluxe Convertible was brought to the Automobiles of Amelia presented by RM Auctions where it had an estimated value of $50,000-$60,000. The odometer reads 56,000 original miles since new. It is painted in yellow with a contrasting red interior and equipped with a radio, heater/defroster system, convertible top, and white sidewall tires. At auction, this car was sold for $35,000.

by Dan Vaughan

V-8 Crestliner
Chassis number: B0CH170475

This 1950 Ford Custom Deluxe Crestliner is finished in Coronation Red Metallic over Black and is the recipient of a recent ground-up restoration. Ford offered the Crestliner in two color combinations, Coronation Red Metallic and Black or Sportsman's Green and Black. This was Ford's only two-tone vehicle in its line-up. The gold-finished Crestliner name-plate on the front fenders was also unique to the Crestliner.

This car is powered by an L-Head V8 engine that displaces 239.4 cubic-inches and is capable of producing 100 horsepower. There is a three-speed manual gearbox and four-wheel drum brakes. The wheelbase is 114-inches.

This car was brought to the 2007 RM Auctions held at Meadow Brook where it was estimated to sell for $30,000 - $40,000. It was offered without reserve which meant that the high-bid of $26,400 was enough to secure new ownership.

by Dan Vaughan

V8 Club Coupe

The Rally Association in London, England organizes the Peking-to-Paris Motor Challenge. This event is a challenge of man and machine over treacherous terrain for 33 days of desert, rivers, cold and some 10,000 miles will be over almost impassable roads. D&D Classic Auto Restoration of Covington, OH was asked by Arthur Freeman to prepare this 1950 Ford for the Challenge. This Ford was chosen because of its engine make-up, strong body construction and durability. The car would be tested and tried for over a month, driving for hours on end. The journey began on Friday, May 25, 2007 in Beijing (Peking). The adventure included many incredible experiences, plus language barriers, broken parts and sleeping outside in tents. on Sunday, June 30th the trip finished with the arrival in Paris.

V-8 Convertible

The 1950 Fords appeared identical to their 1949 counterparts but the company claimed '50 improvements for '50' in their advertising but most of these changes were minor.

The Custom Deluxe series featured the top trim level for Ford, including chrome window trim, chrome horn ring, two sun visors, armrests on all doors and chrome strips along the lower half of the body. Base price of the Custom Deluxe convertible was $1,950 without options.

Power was supplied by Ford's 239 cubic-inch V8 engine that produced 100 horsepower. A manual three-speed transmission was standard and overdrive was optional.

V8 Station Wagon
Chassis number: B0SP136917

The changes were minor for the Ford in 1950, including new pushbutton door handles that operated rotary latches, relocated parking lights, a modestly redesigned hood ornament, and a new medallion for the hood and trunk. Inside, the instrument panel received new knobs, and 'non-sag' springs and foam cushions improved the seats. Under the bonnet, the engine received a new camshaft, timing gear, and a three-blade fan. The front suspension received a torsion stabilizer, and improved steering linkage resulted in 'finger-tip control.'

Station wagons now had real leather only on the driver's seat, while the second and third seats were in vinyl. Custom DeLuxe models had an automatic courtesy light.

Ford offered two versions of the station wagon in 1950. The early model carried over the window design, seats, and wood tailgate of the 1949 Custom. In May of 1950, a revised model was introduced. The second seat could now be folded flat for load space, although the third seat still had to be removed. The side windows were changed so that only the forward pane slid open, and steel stamping replaced the wood tailgate. The side panels were also steel now, with Di-Noc imitation wood grain.

This Woodie Station Wagon is an early model that was a one-family car before purchase by the current owner. It was built at Ford's Saint Paul, Minnesota and spent most of its life in Minneapolis, Minnesota.

The car has been repainted in Ford's Sunland Beige. The wood is largely original and some of it is Birdseye Maple. The odometer currently shows 66,000 miles, which are believed to be correct. Accessories include a Ford radio, a Magic Air fresh-air heater, a locking gas cap, and rare full wheel covers.

by Dan Vaughan

V-8 Crestliner

The 1950 Fords appeared identical to their 1949 counterparts, but Ford advertising claimed '50 Improvements for 50.' The 1949 Ford was a totally new automobile for the company - from top to bottom.

The Custom Deluxe Crestliner two-door sedan was one of the company's most distinctive - and expensive - models. The Crestliner featured a special vinyl roof covering, extra chrome, special paint, full wheel covers and a special steering wheel. Factory base price of the Crestliner was $1,711 without options such as the rear-mounted Continental kit installed on this car.

Two engines were available for 1950 - a six and a V-8. This car is powered by the latter, a 239.4 cubic-inch V8 motor that developed an even 100 horsepower.

V-8 Sedan

The 1950 Ford station wagon was marketed as part of the top-line Custom Deluxe trim and soon to be marketed as the Country Squire, although that name did not appear anywhere on the car. Along with the name change came the addition of a fold-down, middle-row seat. Following the rest of the Ford line-up, the Country Squire was available with a standard 226 cubic-inch inline 6-cylinder engine with 95 horsepower at 3300 RPM or an optional 239 cubic-inch V8 with 100 horsepower at 3600 RPM. Both in the 'standard' 114-inc wheelbase, body-on-frame. Two 3-speed manuals were available, one with a semi-centrifugal clutch. Quoted shipping weight was 3530 lbs.

V8 Station Wagon

Ford's Country Squire was their full-size, premium station wagon built from 1950 until 1991, through seven model generations. Initially built as a 'full woodie' : the frame, fenders, and hood were made of steel and the rear of the car's body was made of wood. From the mid-1950s the rear body was composed of fiberglass covered by a vinyl applique printed to simulate wood. Later versions featured an all-steel body and are best remembered for featuring body sides and a tailgate covered by simulated wood trim and panels, however the Country Squire could be purchased without them. In 1950 some 29,017 woodies were built, a huge number looking back.

V-8 Sedan

In 1949 Ford found their new model woodie 2-door, steel roof, Station Wagon was a sales hit and thus started making them as fast as they could through 1950. The construction process is complex with 'Ford's Iron Mountain factory using complete steel body parts shipped up from Detroit. Each body was custom hung with wood panels and no two bodies were identical. To get the wood to fit the curves, Ford developed an electro-bonding process using a microwave curing system - six layers of ash, overlaid with a two-ply finish of maple. These pieces were shaped in a 75 ton press and bonded with a two part resin adhesive.'

World War II put automobile production on hold. Production ceased on February 10, 1942, and resumed in 1946. When production began, most vehicles offered by marques were basically carried over from pre-War development. It was not until 1949 until Ford began offering new designs. They featured simple lines that were clean and well-integrated into the body. In the front was a dramatic and artful bullet nosed grille.

The Custom Deluxe Series was introduced in 1950 and would continue for a total of two years. The Custom Deluxe Crestliner two-door sedan was Ford's top-of-the-line offering and included chrome window moldings, chrome horn rings, armrests on all doors, and two sun visors. Needless to say, there was chrome at nearly every available location. Two engines were available, a six- and eight-cylinder unit. The L-head six-cylinder unit produced 95 horsepower while the L-head V8 produced 100 horsepower. The standard gearbox was a three-speed manual; an optional three-speed manual with automatic overdrive was optional

The cars rested on a 114-inch wheelbase and passenger cars measured 196.6 inches. Station wagons were slightly larger, measuring 206 inches.

The Crestliner was a two-door special sedan that had a vinyl top covering. There was extra chrome, special steering wheel, full wheel covers and special paint.

by Dan Vaughan

The Ford Customline was produced from 1952 through 1956. It was a model placed between the Mainline and the Crestline and was available with either a six or eight-cylinder engine. The three-speed manual gearbox was standard with the automatic unit offered as optional equipment.

by Dan Vaughan