Developed under the watchful eye of founder Henry Ford, the 1941 passenger cars were the company’s biggest Fords yet.
The redesigned 1941 Ford was big. Not quite as big as in the catalog illustration above, where some artistic license was taken. But it was considerably larger than any previous Ford passenger car—longer, wider, and 200 lbs heavier. The wider body shell, which sprawled out nearly over the running boards, permitted a front seat a full seven inches broader than in the previous year, the company said. “Massive new beauty,” the ad writers declared, while Ford V8 enthusiasts today call the 1941-48 models the “fat Fords.”
The 1941 makeover is noteworthy in one more way: this was the last new Ford in which Henry Ford, the founder, had a direct involvement. A series of strokes left him increasingly weak and detached, and he passed away on April 7, 1947, while his son Edsel preceded him in death in 1943. With the company near collapse, grandson Henry Ford II took over the day-to-day operations in September of 1945.
The exterior sheet metal, crafted by Edsel Ford’s hand-picked chief stylist, E.T. “Bob” Gregorie, was all new. But underneath, the ’41 car reflected Henry Ford’s original vision. The other Detroit carmakers had long since adopted independent front suspension, but the 1941 Ford chassis shared the same basic layout introduced on the 1909 Model T: a transverse leaf spring and three-point wishbone front and rear. Admirers and critics alike called the simple and sturdy setup “buggy spring.” The engine was a refined version of the 1932 L-head V8, now rated at 90 hp, while a 226 CID L-head six joined the lineup (more on the Ford six here.)
A new body style for ’41, the Coupe Sedan, featured a full rear seat and room for six passengers, allegedly (above). However, the long-roofed Tudor and Fordor Sedans remained the most popular among Ford buyers. A regular Coupe, a Convertible Coupe, and a classic woody Station Wagon were also offered. In an attempt to compete with Chevrolet, the model line was expanded to three trim levels: Special, De Luxe, and Super De Luxe. The Super boasted more chrome trim, leather seats, and a wood-grained instrument panel.
While the 1941 Ford was a significant advance over previous years, the Dearborn automaker continued to fall behind rival Chevrolet in sales. Model-year production rose to nearly 700,000 cars, a 27 percent gain, but Chevy was now over the 1,000,000 mark. And when you add up the totals for all their car divisions, Chrysler, not Ford, had become the Motor City’s second-largest producer.
I never cared for this 41 to 48 body style Ford. It’s easy to see how the all redesigned 49’s saved the company. I had a 51 convertible as my first car in 56.
It’s easy to see why the ’40 remains the hottest for old Ford restorers, rodders and customizers.
I particularly remember the “fat Fords” as comfortable to sit in, to drive, and to get in and out. Those virtues were sacrificed for styling as time went on. I commented before that my dad’s `59 Electra 225 had comparatively thin, hard seats and not enough headroom for the hats men still wore.
This is largely the reason why CUVs have taken over the car world; chair-high seating and easy step-in height. The most popular ones are just about the height of a 1940s sedan.
The 41 was a transition car. FOMOCO was getting away from the vertical grilles to a wider horizontal grille. The 41’s sported both, a narrowed vertical with lower horizontal grilles on each side, similar to the way Lincoln went in 42, although their lower horizontal section went all the way across the front. The 42 Ford did away with the vertical section altogether and had only a boxy horizontal grille. Since 42 production was cut short by WWII, it’s hard to tell how the public accepted the change, but the 46 with it’s simple redesign to flat horizontal bars sold well. What’s hard to believe is the lowly flathead 8 lasted on into 54, when the OHV engines started taking hold.