1951 Ford Custom SPOTLIGHT
Fortunately for Henry Ford II and the future of Ford Motor Company, it was. By 1951 the all-new design was in its third year, and had firmly established itself in the market.
1951 Ford passenger car range
The Ford passenger range for 1951 was split into two basic series - the entry level 'Deluxe' and higher-priced, better-appointed 'Custom'. The Deluxe could be had as a 2-door sedan, 4-door sedan or 2-door 'Business Coupe' with no rear seat. The Custom offered the same body styles (the coupe added a rear seat and was referred to as the Club Coupe), along with a convertible, the wood-framed 'Country Squire' station wagon and a specially-trimmed and painted 2-door sedan called the 'Crestliner', all of which were carryovers from 1950.
Victoria hardtop introduced
A few months into the '51 model year, Ford's first true pillarless hardtop body, the 'Victoria', debuted. Part of the Custom range, the Victoria was developed as a true hardtop body from the beginning, not a modified convertible. This development was partly why its introduction was delayed. A success from the outset, the Victoria sold more than 110,000 units - more than Chevy's equivalent Bel Air and Plymouth's Belvedere hardtops - despite its shortened model year.
Ford-O-Matic debuts
Another major talking point on the '51 models was the introduction of Ford's first automatic transmission option - one of the 43 "Look Ahead" features listed in Ford's advertising. Jointly developed by Ford and Borg Warner, the 'Ford-O-Matic' was a 3-speed (2 selectable, 3 actual) auto with planetary gears and torque converter. Available as an option for either the 95hp 226ci (3.7-litre) straight six or 100hp 239ci (3.9-litre) V8, choosing the automatic meant the engine's cooling system was upgraded, but curiously not the horsepower.
Despite this, the new auto was widely praised when new, and generally thought to be superior to other shiftless transmissions (mainly GM's Powerglide) in its price range. The 3-speed manual, with synchro on second and top, was still the standard transmission for all 1951 Ford cars, with an overdrive version available as an option.
1951 Ford Engines
Both engines were unchanged from the previous year. The straight six was the base engine, with the V8 available as an option, but the bigger engine was fitted as standard on the Victoria, convertible, Crestliner and wagon. The six cylinder could be ordered for the wagon (wearing an actual 'Country Squire' badge for the first time in '51), but was not listed as an option for the aforementioned
V8 models.
1951 Ford Exterior
Externally, the most notable feature on the 1951 models was the 'twin spinner' grille, replacing the central 'single spinner' that had identified the '49 and '50 models. The upper grille bar was a little longer and, without the need to clear a single central spinner, flatter, too, giving a cleaner look to the front end. Parking lights were changed from square to round units, but the heraldic-style Ford crest introduced on the 1950 models continued unchanged for '51. Indicators were not standard fitment.
The Custom featured bodyside chrome strips, incorporating 'CUSTOM' badging on the front guards, that ran along the lower section of the body and joined at the rear. The Deluxe got an identifying badge only, while the Victoria had its own unique badge as well as the Custom-style strip. Customs also had full chrome trimming on all windows, whereas the Deluxe models only had trim on the side windows.
At the back, the horizontal tail lights were slightly modified, and capped with chrome surrounds that also covered the mouldings on the rear quarters. The rear windscreen was larger on all sedans, while the bootlid was counterbalanced to make it easier to open. A new feature on all the '51s were large 'F' decorations on the chrome hubcaps instead of F-O-R-D lettering.
1951 Ford Interior
Inside, the dash was completely redesigned for 1951, with the instruments laid out in a more driver-oriented position on the perforated metal facing, and lit for convenience. The large, round speedometer featured a ring on the needle, so the speed was 'circled' as it rotated around the gauge. Within the speedo were the fuel, oil pressure, ampere and engine temperature gauges. Push-pull knobs for wipers, exterior and interior lights, choke and cigarette lighter flanked
either side.
Another new feature for '51 was the key starter, replacing the push-button start on the 1950 models. Beyond the control knobs to the right, a small clock was fitted, with a pull-out ashtray beyond and radio below. A small, lockable glovebox was at the far (passenger) end of the dash. Custom models got twin sunvisors, armrests on all doors, passenger assist straps on the B pillar of the sedans, and a horn ring on the two-spoke steering wheel.
1951 Ford Custom in Australia
Australia only got the 'Custom' spec Ford in the 4-door sedan body style for 1951, which was introduced here midway through the year. The V8 and 3-speed manual was the only drivetrain combination offered - the six-cylinder and automatic were never officially offered locally, nor were the 'Deluxe' models or any other body style. Australian-built Customs also had the smaller rear window from the 1950 models.
Local content was running at around 80 percent at this time, which included engine parts, most transmission and driveline parts, the chassis, electrical components, body panels, trimming and more. The locally-built RHD dash was a full mirror image of the US dash, with the top given a faux
woodgrain finish.
Ford Australia had low-priced (under $700) models, like the Anglia and Prefect, but at more than $1,200 in 1951, the Custom wasn't price competitive with the $900 Holden 48/215, which no doubt hurt Ford sales here during this period. Ford likely chose the Custom over the Deluxe for the local market, and presented it as a 'premium' offering, to justify its price.
In addition to the Custom sedan, Aussie buyers also got a ute version of the '51 Ford. From the doors forward, the Australian-bodied Ford 'De Luxe Coupe Utility' was virtually identical to the sedan, but the side trim was similar to the US Deluxe model, with front guard 'DELUXE' and 'V8' badges, but no bodyside chrome strip. Like the Custom sedans, the ute featured leather upholstery for the bench seat. The tray was timber with metal skid strips, and there was only a single combination stop, tail and numberplate light at the back. Like the sedan, the '51 ute wasn't fitted with indicators.
The ute's wheelarch extensions on the rear were done for reasons of necessity, not style. Utes were fitted with a lower-geared diff, sourced from a Mercury, which was wider than the Ford unit, increasing the rear track and necessitating the fender add-ons. Around $100 cheaper than the sedan, the V8 Ford ute was still an expensive car, and sold in limited numbers.
The '51 Ford Today
Today, '51 Fords are rare, with '49 and '50 models sighted far more regularly. American Fords were never huge sellers here when new, making up less than a third of all the Fords sold locally in 1951. Despite not being as popular as earlier - or later - '50s Fords, the '51 can still be an enjoyable classic or custom cruiser.
Simple and with good mechanical spare parts availability (thanks to the popularity of the flathead V8), restoring a '51 Ford Custom shouldn't present too much of a problem. The utes will be trickier, as they were driven hard and bashed about, but just finding one would be an achievement, as very few seem to be around today. Find a good, rust-free 1951 Ford Custom and you're sure to get many miles of cruising enjoyment out of it.
Thanks to MotorBook World (Canterbury, VIC ph: 03 9830 2644) for selected research material used in
this article.
SPECIFICATIONS: 1951 Ford Custom
Engine: 239ci sidevalve V8
Bore/Stroke: 3.19-inch x 3.75-inch
Compression: 6.8:1
Power/torque: 100hp @ 3600rpm / 181lb/ft @ 2000rpm
Fuel system: Two barrel downdraught carburettor
Cooling system: Liquid
Electrics: 6 Volt
Transmision: 3-speed manual (synchromesh on 2 & 3)
Front Suspension: Independent - coil springs and hydraulic shock absorbers
Rear Suspension: Semi-elliptic longitudinal leaf springs and hydraulic shock absorbers
Steering: Worm and roller
Front brakes: 10-inch drum - duo-servo hydraulic
Rear brakes: 10-inch drum - duo-servo hydraulic
Wheels: 16-inch Fr/Rr (15-inch optional, standard on Australian examples)
Wheelbase: 114-inch (2895mm)
Length: 196.8-inch (4998mm)
Width: 71.7-inch (1821mm)
Height: 62.3-inch (1582mm) - varies for wagon and convertible
Weight: various, depending on body style - 3,062 lb (1389kg) for 4-door sedan
0-100 kph: 13 seconds - approx
Top Speed: 86mph (137kph) - approx
TRIVIA
Most American funeral companies tended to go for high-end models, like Cadillacs and Packards, when choosing hearses. However, there was a market for more economical vehicles, and at least one company, the 'Shop of Siebert' in Ohio, produced hearses, ambulances and combination cars (which could function as both) based on the '51 Ford Custom with small town and budget markets in mind.
In 1951, Ford was on track to overhaul Chrysler in sales, and also mount a challenge for GM's dominance in the US market, but the commencement of the Korean War in late 1950 saw the US government put quota limits on automotive production to ensure enough materials were available for war production. How the quota was allocated meant that Ford were restrained to only about 21-percent of the US passenger car market, the market share they had a couple of years prior, instead of the 25-percent - or more - they were looking likely to achieve in 1951.
While we in Australia refer to the Fords from this era as single spinners and twin spinners, these were never official names given by the factory, and Aussie and NZ enthusiasts seem to be alone in referring to them by these names. In the US, the 'spinners' were called 'bullets', 'bombs' and even 'torpedoes'.
