The 1949 Ford was a huge advance for the automaker, but it quickly became obvious there was room for improvement. Dearborn answered with a much refined 1950 model.
Developed at a cost of $72 million, the 1949 Ford was a giant step forward for the automaker, where the products had fallen desperately behind the times. For the new car, engineering chief Harold Youngren and crew saved only the engines and 114-inch wheelbase from previous models—truly, everything else was brand new.
Ford was on strange new ground as an automaker, in fact. As a result, the ’49 models featured a number of new car bugs, and the complaints from dealers and customers poured in. While the new Ford was exciting and attractive, it was quickly developing a reputation as a lemon. Ford answered the challenges with a whole list of improvements, and the company trumpeted them to car buyers with a new slogan for the following year: “50 ways finer in ’50!”
The numerous complaints included poor handling, a flimsy hood, doors that flew open on bumpy roads, cabin noise, squeaks and rattles, and wind and water leaks. The Ford engineers started by beefing up the frame with thicker material and reinforcing the inner body panels for greater rigidity. The front suspension and steering geometry were revised, while a new front stabilizer bar was isolated from the chassis with rubber bushings. A number of the changes were executed in production during the ’49 model year.
The trusty 239 cubic-inch flathead V8 was given some updates as well, mainly to make it quieter. The camshaft lobe profiles were revised to reduce valvetrain noise, and the aluminum timing gear was switched to a fiber composite material. New pistons with internal struts allowed closer skirt-to-wall clearance and reduced piston slap when the engine was cold. However, the rated output was unchanged: 100 hp at 3,600 rpm.
The trunk lid and door locks were redesigned for greater security, while the wishbone-style pull-to-open door openers were replaced with push-button door handles. To eliminate unsightly gasoline stains on the left rear quarter panel, the external fuel filler was moved inside the body behind a spring-loaded door. The seats were greatly improved, too, with more elaborate springs and padding and more durable upholstery materials.
Rather forthrightly for a Motor City carmaker, Ford detailed all these improvements in its 1950 marketing materials, tacitly admitting where the ’49 may have possibly fallen short. Exterior styling was given a minor facelift as well, with larger, more visible parking lamps and a new Ford family crest on the hood. Ford was now “the one fine car in the low-price field,” the ads proclaimed. While we haven’t compiled an exact count of the much-needed improvements, we think it’s totally fair to say the new and improved Ford really was “50 ways finer in ’50.” Truth in advertising, a noble concept.
A foray into cost cutting—bean counting—that quickly went wrong. In those days, GMs had nicer fit and finish, but Chrysler products were thought to have the fewest problems. I preferred the previous generation of Fords because they were taller and I liked the seating position.
Harold Youngren evidently believed the ’49 Ford wasn’t ready, while Henry Ford II overruled him, deciding there was no time to waste. Maybe HF II was right.
I would guess that the problems with the 49 model year cars DID cost Ford some sales further down the road. Many folks, once they get a “bad taste in their mouth” from a manufacturer will not buy from them for a good while. For myself, it was a 73 Mercury Capri, bought used in 78. Car was a pile with a never ending appetite for repairs. I finally gave up fixing it and sold it for FAR less than I had in it. It was 25 years before I bought another Ford car, I did however buy a couple of their pickup’s in that time.
Great article! But now I’ve got Paul Simon’s “50 Ways To Leave Your Lover” running through my head.