In 1936, Ford and Chevrolet battled to a virtual tie for the number one spot in the U.S. market. So let’s have fun and compare the two brands head to head.
All through the 1930s, Ford and Chevrolet dominated the U.S vehicle market as each battled for the number one spot. Combined, these two automakers claimed more than 50 percent of new car market in 1936. And when we include Plymouth, the somewhat distant third among the Low-Priced Three, they claimed nearly 65 percent of the Motor City’s total volume. From that angle, it appears that all the other auto brands across the industry were merely fighting over the scraps. Ford and Chevy were the titans of the market.
Chevrolet Master De Luxe Two-Door Town Sedan
With an improving economy, by ’36 the battle of the giants had reached a fever pitch, and depending on which numbers you choose, either Ford or Chevrolet could claim a slight edge. But for most purposes, it was effectively a dead heat at just over 900,000 vehicles each for the calendar year. Both makes offered competitive pricing: $510 to $670 at Ford, $495 to $665 for Chevrolet. But in the products themselves, there were some interesting differences for car shoppers to to sort out. Which was better, Ford or Chevrolet? We’re certainly not going to settle that age-old question here, but it’s an interesting one to explore.
Ford Standard Coupe
+ Engines: The sensational Ford flathead V8 enjoyed a reputation for superior smoothness and performance, but the Chevrolet inline six offered overhead valves, rock-solid reliability, and better fuel economy. Really, both delivered perfectly adequate acceleration and speed for their time, with comparable output ratings: Chevrolet with 79 hp, Ford with 85 hp. While the Ford V8 demonstrated greater performance potential with modifications, not an issue for most buyers, it was also known for its tendency to overheat. That problem was partially remedied when the cooling system was redesigned for 1937.
Chevrolet Master De Luxe Sport Sedan
+ Chassis: Here, more differences are evident. Ford continued to rely on its transverse buggy-spring suspension as pioneered in the Model T back in 1909, while Chevrolet was right up-to-date with independent front suspension, albeit with the sometimes troublesome Dubonnet Knee Action system. Ford also clung to its four-wheel mechanical brakes, while Chevrolet updated to the latest Huck hydraulic system that year. One could say Chevy claimed the edge in safety, ride, road comfort, while the ruggedness and reliability of the simple Ford chassis were difficult to top.
Ford De Luxe Fordor Touring Sedan
+ Engineering: Chevrolet boasted Fisher Body’s all-steel Turret top, while Ford carried on with a wood-and fabric top insert for one more year. However, Ford made greater use of steel in its internal body structure. Chevrolet also offered a quieter, more advanced hypoid rear axle. But with its smooth eight-cylinder engine, Ford could still stake a claim to engineering leadership. Ford advertised its V8 as “the mark of the modern motorcar.”
So who offered the better car in 1936? Ford or Chevrolet? Here at Mac’s Motor City Garage, that’s not our call. Both cars have their merits and shortcomings, and often the question comes down to personal to styling preferences and so on. If nearly two million American car buyers in 1936 were almost perfectly divided on the issue, it’s not for us to say. Let the arguments begin.
Ford De Luxe Convertible Sedan 
While I think the Chevy was probably the better car, I still have to go with the Ford. It’s a silly answer, I admit.
the Plymouth was the better car; hydraulic brakes, full pressure lubrication, 82 hp, beam axle but parallel leaf springs
There’s an excellent case for Plymouth, but I was trying to limit the length.
Time is the ultimate determination as to which is better. How many of each brand are still around today? Does one have a modern following more so than the other? Believe the ages have decided and the Ford won out. Few people have any desire to own a 1936 Chevrolet, fewer yet anything Plymouth offered back then. The 1936 Ford still commands attention a thousand times more than those two.
That’s more a measure of enthusiast appeal than anything else. Like the Prius now, the Plymouth was the go-to taxicab of its time (in those jurisdictions that didn’t pile on special requirements that precluded using a regular sedan, which only a few major cities did) while for most of the following 50 years Chevy would outsell Ford.
The Ford is prettier and it is the natural home for the legendary V8. From a collector and enthusiast perspective, those are the deciders.
The Sloan Ladder worked as a business, but it diluted the prestige of Chevrolet. Chevrolet was the brand you bought if you couldn’t afford a slightly better GM car.
Ford was the youth choice in the thirties and beyond. Notably Ford sold about 20K open cars in several models while Chevy sold less than 5k in one model.
The Dubonnet suspension was optional on Chevy, a beam axle with parallel leaf springs was standard and would remain so for the rest of the ’30s.
In looks, Ford was “out front.” Mechanically, it was far behind. The V-8 engine tended to overheat well into the early 1940s, despite interim improvements. The “Thrifty Sixty” had fewer horsepower than Chevrolet or Plymouth’s sixes, and when it came to braking and suspension, Ford didn’t catch up until 1939 (brakes) or 1949 (independent front suspension and the discontinuation of transverse leaf springs). That’s why the ’36 Ford is remembered today, while Chevy and Plymouth are remembered only briefly if at all…
It’s the VHS vs Betamax argument. The better format was not necessarily the most popular. Enthusiasts have determined that Ford is the popular choice despite years of knowing the pros & cons of the Ford, Chevy and Plymouth.
I think the aftermarket is what made the difference. The flathead remained popular for another 25 years and was sought out. The lagging technology of the Ford meant that parts could be carried over for more years and repairs were easier to make.
Today, the Impala and Roadrunner are more popular at car shows than the Galaxie and Fairlane. Again, it’s the popularity of the engines and the better aftermarket support.
Ford always was a dog in the musclecar market. You couldn’t buy hot Fords off the lot to drive on the street. Ford covered the yoof market with Mustangs, which had a great image even with six cylinder engine. In the market, a Mustang was a practical and stylish alternative to the Beetle and other foreign cars. True musclecars weren’t a serious alternative to imports.
The ’36 Ford Roadster is widely considered the most beautiful car Ford ever built, and was my late mother’s favorite car of all time too. My mother had incredible good taste, was in fact a gearhead, MENSA member, voracious reader, world class seamstress, a school bus driver for over 30 years with a perfect safety record, and the only person who could ever beat me at Scrabble…