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Immediately following the war most manufacturers, understandably, continued with the manufacture of designs dating back to the previous decade. Ford’s first and much anticipated new model line up arrived in 1949, however the 1952 revision, while based heavily on the 1949 design, heralded a new design direction. Immediately evident was the use of a one-piece windshield, although the introduction of the straight 6 “Mileage Maker” was arguably an even bigger advance in technological innovation. Joining the 3.9 litre “Flathead” V8 (110 hp / 82 kW), the new 6 introduced an overhead valve arrangement, and while slighly down in cubic capacity to the engine it replaced (3.5 vs. 3.7 litres), the new engine boasted more power, more torque and, best of all, better fuel consumption. The model line-up was changed in an attempt to clearly identify the model placement of each. The base model was now called the “Mainline”, the mid-level the “Customline”, and the top of the range model known as the “Crestline”, which included the Sunliner convertible, Victoria hardtop and Country Squire wagon. The interior featured what Ford referred to as a “flight style” control panel, with new pedals suspended from below the dash. The grille sported a single center "bullet" surrounded by a chrome ring as well as "jet intake" corner markers. In 1953 Ford introduced power steering and power assisted brakes across the range, options previously reserved to the more up-market Mercury’s and Lincoln’s. The center grille bullet lost its ring and was now flanked by vertical black stripes, while the corner markers were plain rectangular lights rather than the circular "intakes". All 1953 Fords featured commemorative steering wheels marking the company's 50th anniversary. William Clay Ford paced the Indianapolis 500 in a Sunliner convertible with a dummy Continental tyre kit. This was also the last year for real wood trim on the Country Squire wagon. The long-lived Flathead V8 engine was replaced in 1954 by an overhead valve “Y Block” unit, marking the end of an era. This engine produced 130 hp (97 kW), and was fitted with a 2-barrel carburettor, however there was a Holley four barrel carby made available to law enforcement agencies, and this bumped up the performance of the Y Block V8 to an impressive 160 hp (119 kW). Another new addition was the "Victoria Skyliner" sedan, which featured an acrylic glass panel over the front half of the roof. A snap-in sunshade was a desirable option. The woody Country Squire wagon now used artificial fiberglass panels to bring about a reduced manufacturing cost, however it remained the most-expensive Ford. Two more desirable options were offered for the first time in 1954: power windows and a four-way power seat. In 1955 Ford again updated the range, something required if they were to continue to compete with Chevrolet. The underpinnings were pretty much taken from the ’52 Ford’s, however the wonderful “Mileage Maker” straight 6 engine was bumped up to 223 ci (3.7 litres) for 120 hp (89 kW) and the new-for-1954 Y-block V8 was now offered in two sizes: Standard Fords used a 272 ci (4.5 litre) version with 162 hp (121 kW), but the large 292 ci (4.8 litre) unit from the Thunderbird was also offered, boasting 193 hp (144 kW). Apart from the engine changes, customers were sure to notice the new "Fairlane" top-line trim, while a new "Crown Victoria" style featured a chrome "basket handle" across the familiar (and continued) "Victoria" hardtop roof. The company now boasted three different rooflines, the tall two-pillar Mainline, Customline, and Fairlane, lower chrome-pillar Crown Victoria, and pillarless hardtop Victoria. The "Skyliner" acrylic glass roof was still offered, this time only on the Crown Victoria model. For the first time, Ford customers could purchase their new cars with air conditioning. The system included a condenser unit in the trunk, plus a pair of air ducts in the trunk and clear tubes which run from the rear package shelf into the headliner, where one found the air ducts. The system was very costly and few units were sold. The egg-crate grille featured on the 1955 cars was widened into a series of rectangles for 1956, but this subtle exterior change was nothing compared to Ford's adoption of a 12-volt electrical system across the line. The Crown Victoria Skyliner's sales were plummeting with just 603 made, and it would be replaced by a convertible the next year. A new addition at midyear was the "Town Victoria" 4-door hardtop model which, along with the new Customline 2-door hardtop, were meant to compete with the Chevrolet Bel Air. For Australian's however, the lineup was restricted to the four-door sedan, locally designed Mainline utility and station wagon. Feature Article from Hemmings Classic Car | ||||||||||||||||||||||||||
Subtle exterior changes greeted shoppers of 1954 Ford cars. Half-inch-taller front fenders and a revised grille treatment with a central spinner and circular, instead of rectangular, parking lamps were noticeable up front, while in some models, the body sides lost their split-level chrome trim and heavy rear fender accents in favor of an attractive single chrome strip and subtler fender accents. A new instrument panel with revised gauges and different switchgear greeted occupants. An attractive engine-turned trim panel accented the dashboards, a sporty cue that would reappear in 1955 Thunderbirds.
Three series of Fords continued into 1954, with Mainlines being the base models, Customlines in the middle and upper-crust Crestlines on top. Mainlines were available in two-door Ranch Wagon, Tudor Sedan, Fordor Sedan and Business Coupe forms, while Customlines lost the three-passenger Business Coupe in favor of a six-passenger Club Coupe and a four-door Country Sedan station wagon. The premium Crestline series included the four-door Town Sedan, two-door Victoria hardtop, Sunliner Convertible Coupe, the faux maple grain-trimmed Country Squire station wagon, and a new addition, the Victoria-based Skyliner. This final model, whose Mercury twin was the Sun Valley, incorporated a fixed, blue-green-tinted 1/4-inch-thick plexiglass roof insert over the front passenger compartment that included a snap-on fabric shade to block sun and heat; after this year, it would be called the Crown Victoria, and the retractable hardtop Skyliner would appear in 1957.
Following previous practice, Mainline Fords were the most basic, with standard features such as the naturally back-lit "Astra-Dial Control Panel" speedometer, a driver's sun visor, a horn button, rubber floor mats and cotton-padded seat cushions. Customlines added a passenger sun visor, steering wheel horn ring, front and rear armrests and foam rubber seat cushions. Crestlines spoiled their owners with robe cords, a two-tone instrument panel, deluxe exterior and interior trim and front and rear carpeting. Country Squire wagons featured a Stowaway center seat and two-piece removable rear seat, counterbalanced liftgate hinges and color-matched, ribbed linoleum flooring in the luggage area.
Ford offered a new level of luxury to the buyers of low-priced cars in 1954, when power features more often found on Lincolns could be optioned in their everyday vehicles. Swift Sure power brakes and Master Guide power steering could be grouped with power windows and a four-way power front bench seat. Further options included a heater, a radio, the Ford-O-Matic automatic transmission, and overdrive for the standard three-speed manual gearbox. With two engine choices, a slew of options, 156 possible exterior color combinations and 23 upholstery patterns, it was possible to create a Ford to suit any taste.
ENGINES
Ford made waves in 1954 when they became the only automaker to offer both a modern overhead-valve straight-six and a new overhead-valve V-8 engine in their cars. The "I-Block" Mileage Maker Six was introduced in 1952 in 215-cu.in. form, and with a 3.62 x 3.60-inch bore and stroke, a 7.2:1 compression ratio and a one-barrel Holley carburetor, 1954's updated 223-cu.in. version made 115hp at 3,900 rpm and 193-lbs.ft. of torque at 2,200 rpm. This six-cylinder was noted for its economy, averaging 25.1 mpg, and despite being down two cylinders on the optional V-8, their performance was very similar, making the six a viable engine choice.
Ford made waves in 1954 when they became the only automaker to offer both a modern overhead-valve straight-six and a new overhead-valve V-8 engine in their cars. The "I-Block" Mileage Maker Six was introduced in 1952 in 215-cu.in. form, and with a 3.62 x 3.60-inch bore and stroke, a 7.2:1 compression ratio and a one-barrel Holley carburetor, 1954's updated 223-cu.in. version made 115hp at 3,900 rpm and 193-lbs.ft. of torque at 2,200 rpm. This six-cylinder was noted for its economy, averaging 25.1 mpg, and despite being down two cylinders on the optional V-8, their performance was very similar, making the six a viable engine choice.
While the overhead-valve six acquitted itself nicely in 1954, the real news was the new overhead-valve V-8, which replaced the venerable flathead V-8 design that dated back to 1932. This new V-8 was dubbed the "Y-Block," because its deep skirt, extending below the crankshaft, gives it the appearance of a Y in cross-section. This engine displaced 239 cubic inches via its 3.50 x 3.10-inch bore and stroke, and with 7.2-compression and a two-barrel Holley carburetor, it made 130hp at 4,200 rpm and 214-lbs.ft. of torque at 1,800 rpm. Aside from its valve configuration and displacement, this V-8 differed from its flathead predecessor by its wedge-shaped combustion chambers, five-bearing crankshaft with eight counterweights and integral cast valve guides.
An interesting historical tidbit shared by Traves W. Coppock, 1954 Ford enthusiast and webmaster of the 1954 Ford Club Web site, is that Canadian and Australian 1954 Fords didn't use the Y-block V-8, instead retaining a flathead V-8. He also notes that a number of vintage performance upgrades are available for the 223-cu.in. straight-six, including Clifford Performance aluminum four-barrel intakes and six-into-two tubular headers, and two- and three-carburetor cast-aluminum intakes and aluminum valve covers are still made to order by Offenhauser.
John Strobeck, president of the 1954 Ford Club, says the following: "The biggest problem is the well-known leak of the main bearing seal in the engine. The seal was the rope type that had a tendency to leak. Many fixes are available for the problem, but it has been known as a major situation in the 1954 Ford."
Mike Suter, the Y-Block technical advisor for the Crown Victoria Association, offered helpful advice in the 1955-1956 Ford Buyer's Guide in the January 2006 issue of Hemmings Motor News: "In the 1950s, engine oil had a high paraffin content, which meant that lifters would get clogged with oil. Like many Oldsmobiles of the period, Y-Block engines used to have a problem getting oil to the rockers--that's why you used to find many external add-on oiler kits. Today's engine oil is fabulous and doesn't cause any of those problems. In good tune, these engines are very dependable and compatible with today's traffic--you can go 80 mph on the freeway just like any other car."
All 1954 Fords enjoy excellent mechanical parts availability, with many common components available over the counter at your local auto parts store, and these overhead-valve engines respond nicely to performance upgrades.
TRANSMISSIONS
Whether your 1954 Ford had a six- or eight-cylinder engine under the hood, its standard transmission was the column-shifted, three-speed manual. This gearbox featured synchronizers on second and top gears, and was mated to a semi-centrifugal-style clutch. Overdrive helped fuel economy by kicking in at 27 mph and disengaging at 21 mph, and it was a $110 option. Buyers seeking convenience could opt for the $184 Ford-O-Matic automatic transmission, with its three-element hydraulic torque converter. Rebuild kits and service parts are readily available for all 1954 transmissions.
Whether your 1954 Ford had a six- or eight-cylinder engine under the hood, its standard transmission was the column-shifted, three-speed manual. This gearbox featured synchronizers on second and top gears, and was mated to a semi-centrifugal-style clutch. Overdrive helped fuel economy by kicking in at 27 mph and disengaging at 21 mph, and it was a $110 option. Buyers seeking convenience could opt for the $184 Ford-O-Matic automatic transmission, with its three-element hydraulic torque converter. Rebuild kits and service parts are readily available for all 1954 transmissions.
REAR AXLE
The semi-floating hypoid differential in 1954 Ford cars was equipped with three different rear axle ratios, depending on the transmission fitted to the car; those using the basic three-speed got 3.90-gearing, while overdrive-equipped cars had a 4.10:1 ratio and Ford-O-Matic cars got a more relaxed 3.31:1 ratio. These rear ends are considered well built, and replacement parts are easily located.
The semi-floating hypoid differential in 1954 Ford cars was equipped with three different rear axle ratios, depending on the transmission fitted to the car; those using the basic three-speed got 3.90-gearing, while overdrive-equipped cars had a 4.10:1 ratio and Ford-O-Matic cars got a more relaxed 3.31:1 ratio. These rear ends are considered well built, and replacement parts are easily located.
SUSPENSION
Another notable aspect of these cars was their entirely new front suspension, which Ford termed "angle-poised ball-joint." This independent unit replaced the outmoded kingpin design with ball joints, rubber-bushed transverse links and coil springs over hydraulic tube shocks. The rear suspension was a live-axle, longitudinal semi-elliptic leaf springs and hydraulic tube shocks. Fifteen-inch wheels and four-ply, 6.70 x 15 tires connected these cars to the road through worm-and-roller steering.
Another notable aspect of these cars was their entirely new front suspension, which Ford termed "angle-poised ball-joint." This independent unit replaced the outmoded kingpin design with ball joints, rubber-bushed transverse links and coil springs over hydraulic tube shocks. The rear suspension was a live-axle, longitudinal semi-elliptic leaf springs and hydraulic tube shocks. Fifteen-inch wheels and four-ply, 6.70 x 15 tires connected these cars to the road through worm-and-roller steering.
BRAKES
Four-wheel drum brakes were standard fare for American cars in 1954, and Fords were no exception. All models save for wagons used 10-inch drums with 173.5 square inches of lining area, and were manually operated unless the optional Swift Sure power assist was selected; wagons featured 11-inch drums. Standard brake components are easily located, and for those who want to drive their classics every day, front disc conversion kits are available from vendors like Gearheads Cruiser Products and Services (www.ndgearheadscruiserproducts.com).
Four-wheel drum brakes were standard fare for American cars in 1954, and Fords were no exception. All models save for wagons used 10-inch drums with 173.5 square inches of lining area, and were manually operated unless the optional Swift Sure power assist was selected; wagons featured 11-inch drums. Standard brake components are easily located, and for those who want to drive their classics every day, front disc conversion kits are available from vendors like Gearheads Cruiser Products and Services (www.ndgearheadscruiserproducts.com).
BODY/FRAME
Ford frames of the mid-1950s had a reputation for being stronger than those of their competition, and patriarch Henry's insistence on overbuilding his cars' components still applied in 1954. These cars used a full double-drop frame with box-section side rails and five K-bar crossmembers, and their bodies were all steel, including the station wagons.
Ford frames of the mid-1950s had a reputation for being stronger than those of their competition, and patriarch Henry's insistence on overbuilding his cars' components still applied in 1954. These cars used a full double-drop frame with box-section side rails and five K-bar crossmembers, and their bodies were all steel, including the station wagons.
John suggests checking behind both the front and rear wheels for rust, and as in any 50-plus-year-old car, it's smart to check the floor (especially in moisture-prone Sunliners and Skyliners) and trunk pans, the rocker panels and toe boards. "Additional places to look for rust-out are the front three body-floor braces on both sides of the car, inside of the headlamp buckets, and the underside of the high-beam switch housing on the firewall," Traves says. He also cautions 1954 Ford enthusiasts to check the condition of the hood and door hinges, noting that they require frequent oiling, and if neglected, they can cause misalignment or even fail; salvaged substitutes are the only option.
While complete replacement metal panels are not currently sold, a search through the Hemmings Motor News 'Ford 1954-Up Parts' section will turn up specialists who sell repair panels for these common rust areas. A number of salvage yards in dry Southwestern states also offer vintage-1954 sheetmetal from parts cars.
INTERIOR
Just as Ford cars were designed to reach a wide range of customers, so were the trimmings of their interiors. Padded with cotton or foam rubber, the seats were covered with various color-matched fabrics, vinyl trimming, and these colors were matched to floor coverings: Cloth upholstery came with carpeting, while vinyl upholstery was mated with rubber mats. Virtually all of the original seating materials can be purchased from Original Auto Interiors of Columbus, Michigan, and SMS Auto Fabrics of Canby, Oregon, and these interior specialists can also recreate 1954 Ford door panels.
Just as Ford cars were designed to reach a wide range of customers, so were the trimmings of their interiors. Padded with cotton or foam rubber, the seats were covered with various color-matched fabrics, vinyl trimming, and these colors were matched to floor coverings: Cloth upholstery came with carpeting, while vinyl upholstery was mated with rubber mats. Virtually all of the original seating materials can be purchased from Original Auto Interiors of Columbus, Michigan, and SMS Auto Fabrics of Canby, Oregon, and these interior specialists can also recreate 1954 Ford door panels.
RESTORATION PARTS
John notes that although nearly all of the components of 1954 Ford cars can be found during a restoration--be they new-old stock, reproduction or salvaged--you may have to do some searching; "Most parts are still available, but some are only available in used condition. The chrome wraparounds from the parking lamps, Customline and Ranch Wagon Scripts, star taillamp lens retainers and Victoria courtesy lamp lenses are a few of the items that have not been reproduced. The plexiglass top of the Skyliner is reproduced, and is available from Pollard Plastics in Dallas."
John notes that although nearly all of the components of 1954 Ford cars can be found during a restoration--be they new-old stock, reproduction or salvaged--you may have to do some searching; "Most parts are still available, but some are only available in used condition. The chrome wraparounds from the parking lamps, Customline and Ranch Wagon Scripts, star taillamp lens retainers and Victoria courtesy lamp lenses are a few of the items that have not been reproduced. The plexiglass top of the Skyliner is reproduced, and is available from Pollard Plastics in Dallas."
Traves adds his thoughts: "There are a couple of holy grail trim options that are almost impossible to locate today; one that comes to mind is the "deluxe" hood ornament, a more streamlined and rounded piece than the standard delta-wing piece. Another is the blister gills [trim] similar to that found on 1954 Mercurys, only shorter in overall length. Power steering-optioned horn rings are also a hard item to locate, but harder still are the actual power steering parts."
Like other model years of Ford cars, all mechanical components, windshield glass and other parts ahead of the firewall are shared between all 1954 body styles, and other glass and station wagon-specific metal can be sourced from equivalent 1952-'54 Fords. Weather-strip components are readily available, and conversions to swap these cars' six-volt electrical systems to 12-volt power can be purchased.
So dare to be different, and pick up a 1954 Ford car... "Worth More When You Buy It, Worth More When You Sell It!"
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