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1937 Ford
1937 Ford
1937 Ford
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1937 Ford
1937 Ford convertible
Overview
ManufacturerFord
Production1937–1940
AssemblyAtlanta, Georgia
Chester, Pennsylvania
Chicago, Illinois
Long Beach, California
Dearborn, Michigan
Riga, Latvia
Bucharest, Romania
Body and chassis
ClassFull-size Ford
Body style2-door coupe
2-door convertible
2-door 1-ton pickup truck
2-door sedan
2-door station wagon
2-door van
4-door sedan
4-door station wagon (Woodie)
2-door coupe utility (Australia) [1]
2-door roadster utility (Australia) [1]
LayoutFR layout
Powertrain
Engine136 CID (2.2 L) Flathead V8
221 CID (3.6 L) Flathead V8
Transmission3-speed sliding-mesh manual
Dimensions
Wheelbase2,845 mm (112.0 in)
Chronology
PredecessorFord Model 48
Successor1941 Ford

The Ford line of cars was updated in 1937 with one major change — the introduction of an entry-level 136 cu in (2.23 L) V8 in addition to the popular 221 cu in (3.62 L) flathead V8. The model was a refresh of its predecessor, the Model 48 (itself based on the Model 40A) and was the company's main product. It was redesigned more thoroughly in 1941. At the start of production, it cost US$850 ($19,036 in 2025 dollars [2]). The Ford Line bore several model numbers during this period, each related to their respective HP numbers. In 1937, 85 HP cars were known as Model 78 while 60 HP cars were known as Model 74. This changed to Model 81A and 82A respectively in 1938, and Models 91A and 92A in 1939.

1937

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1937 Ford pickup with V8 engine.

The 1937 Ford featured a more rounded streamline look with fine horizontal bars in the convex front and hood-side grilles. The front grille was V-shaped, rather than following the fenders into a pentagon shape, as on the 1936 model. Faired-in headlights installed in the front fenders were a major modernization found on both the Standard and DeLuxe trim versions, as well as the introduction of a single piece lifting hood panel, and an all steel top for the passenger compartment. The Standard could be distinguished from the DeLuxe by the body color radiator grilles and windshield frames while the DeLuxe had walnut woodgrain window mouldings, chrome exterior trim brightwork, and a woodgrain finish applied to the interior window trim.[1] A larger water pump was used to help aid in cooling.[3] 'Slantback' sedans gained a rear trunk door, though trunk space was limited with the spare tire, and 'Trunkback' versions continued gaining in sales. The station wagon had seating for eight passengers. A 4-door "convertible sedan" with roll up windows was offered in small numbers in the DeLuxe series.[4] Also, new seats were used.[5]

1938

[edit]

The 1938 recession hurt sales, as did Ford's continuing of the 1937 cars, including most body panels. 1938 DeLuxe models were differentiated with a heart-shaped grille, though standard models retained the 1937 look. The fading Slantback sedan design was cancelled for good. Only a V8 was offered, either a 60 hp (45 kW; 61 PS) V8 or an 85 hp (63 kW; 86 PS) V8.[6] A new dash was used, with recessed controls for safety.[6]

The 1938 trucks were finally updated, having continued with 1935 looks. Changes included a vertical oval grille and substantial fenders and bumpers.

1939

[edit]
1939 Ford V8 De Luxe Fordor Sedan

The Ford's look was again modernized for 1939 — the Deluxe used a low pointed grille with heavier vertical slats, while the standard Ford had a higher grille with horizontal dividers. The headlights (the example illustrated has been converted to '40 Ford sealed beam headlamps - '39s used bulb and reflector lamps, the last year for them) were moved farther apart, sitting almost in front of the wheels. The side grilles and louvers were removed in favor of chrome strips on Deluxe models. The "alligator" hood opened deep from the top of the grille back, eliminating the side panels found on previous models.

Mechanically, Ford put hydraulic brakes on their cars for the first time.[7][8]

The phaeton, club coupe, and convertible club coupe models were discontinued. The engine was also revised for 1939 with downdraft carburetors widening the torque band but leaving power unchanged at 85 hp (63 kW). Hydraulic brakes were a major advance across the Ford line.

Ford's upscale Mercury line also made its debut in 1939, filling the gap between the Deluxe Fords and the Lincoln-Zephyr line.

1940

[edit]
1940 Ford Deluxe Convertible Club Coupe
1940 Ford Standard Business Coupe

A high flat-topped hood dominated the front look of the 1940 model, as the grille spread out to reach the fenders to differentiate the Deluxe line and the headlights were pushed wider still. The standard Ford inherited the grille of the 1939 model with blackout on each side of a heavy chrome center; heavier headlight surrounds serve as another major differentiator from the 1939. 1940 was the last year of the 1937 design and its smaller V8 engine, with a straight-six engine to be reintroduced the following year. Sealed-beam headlights were one of the few major advances for 1940, while a hydraulic top was new on the convertible.

Legacy

[edit]

The 1937-1940 generation of Fords is one of the most popular automobiles for hot rodding. Early stock car racing drivers also used Fords of this generation among other cars. This Ford also formed the basis for a style of dirt track racing car.

See also

[edit]

Sources

[edit]
  1. ^ a b c 1938 Ford V8 Utility Sales Brochure, www.ebay.com.au, as archived at web.archive.org
  2. ^ 1634–1699: McCusker, J. J. (1997). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States: Addenda et Corrigenda (PDF). American Antiquarian Society. 1700–1799: McCusker, J. J. (1992). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States (PDF). American Antiquarian Society. 1800–present: Federal Reserve Bank of Minneapolis. "Consumer Price Index (estimate) 1800–". Retrieved February 29, 2024.
  3. ^ Weiss, H. Eugene (2003). Chrysler, Ford, Durant, and Sloan. McFarland. ISBN 0-7864-1611-4.
  4. ^ "Directory Index: Ford/1937_Ford/1937_Ford_V-8_Wagon_Folder". Oldcarbrochures.com. Retrieved 2012-05-31.
  5. ^ "The Old Car Manual Project Brochure Collection".
  6. ^ a b "Directory Index: Ford/1938_Ford/1938_Ford_Folder". Oldcarbrochures.com. Retrieved 2012-05-31.
  7. ^ 1939 Ford Mailer. Ford Motor Company. 1939. Retrieved 28 May 2020.
  8. ^ The Editors of Consumer Guide. "1939 Ford Deluxe". Archived from the original on 24 January 2021. Retrieved 28 May 2020.
[edit]
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1937 Ford

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The 1937 Ford was a line of automobiles introduced by the for the 1937 model year, marking a significant styling and engineering update with all-steel bodies (eliminating the fabric roof insert), V-shaped windshields, and rear-hinged hoods, available in Standard and DeLuxe trims powered by flathead V8 engines. Debuting on November 6, 1936, amid efforts to rebound from a 23 percent sales drop the prior year, the 1937 Ford featured two engine options: a 221-cubic-inch V8 producing 85 horsepower for performance-oriented models, and an economical 136-cubic-inch V8-60 delivering 60 horsepower, the latter aimed at budget-conscious buyers. Body styles included 13 variants across the series, such as three-passenger coupes, slantback coupes, Tudor and Fordor sedans, convertibles, a roadster (the last such model from Ford, with only 1,250 produced), club coupes, phaetons, and a , with prices starting at around $586 for base models. Notable features included almond-shaped teardrop headlights, cable-operated mechanical brakes, a single roof-mounted windshield wiper, and a grille inspired by the , with bright metal accents on DeLuxe versions and painted bars on Standards. Production reached 921,000 cars, representing the company's best sales year until , underscoring its role in popularizing affordable V8 power during the .

Overview and Development

Introduction and Historical Context

The 1937 Ford, internally designated as the Model 78 for its 85-horsepower V8 variant, initiated a lineup produced by from 1937 to 1940, encompassing both Standard and DeLuxe series that prioritized accessible V8 performance for everyday consumers. This four-year model run built on Ford's legacy of V8 engines introduced in , evolving the platform through incremental updates while maintaining a focus on affordability and mass-market appeal amid shifting industry trends. Launched during the waning years of the , the 1937 Ford capitalized on the economic upturn that gained momentum in 1936 after years of hardship, with improved consumer confidence boosting auto sales across the industry. , as a key executive and styling advocate, played a pivotal role in directing the model's aesthetics to counter the more contemporary designs from competitors like ' Chevrolet and Chrysler's streamlined offerings, aiming to recapture market share lost in prior years. This strategic emphasis on visual modernity helped position the Ford as a viable alternative in a recovering still scarred by the 1932 sales . The development timeline saw the 1937 models publicly announced on November 6, 1936, at a lavish dealer event in Detroit's Coliseum, with production ramping up shortly thereafter to meet demand for the new . This introduction marked Ford's broader pivot toward integrated headlights and aerodynamic body lines, reflecting lessons from earlier designs and the need to align with pre-World War II automotive evolution. Priced from approximately $529 for a base Standard coupe to $859 for a DeLuxe convertible sedan, the lineup targeted working-class buyers, supporting Ford's financial stabilization post-Depression lows.

Design and Engineering Innovations

The 1937 Ford platform marked a significant advancement in construction techniques, employing an all-steel body built on a 112-inch for enhanced durability and structural integrity. This design incorporated an X-member frame that provided superior rigidity compared to prior models, allowing for better load distribution and resistance to twisting forces during operation. Additionally, the introduction of a slanted improved by reducing wind resistance, contributing to a smoother overall profile. Edsel Ford's design vision guided the styling evolution, emphasizing rounded fenders and teardrop-shaped headlights seamlessly integrated into the fenders to create a more fluid, modern aesthetic that transitioned beyond rigid Art Deco influences. Optional two-tone paint schemes further accentuated this shift, offering buyers a contemporary look that highlighted the body's contours and appealed to post-Depression tastes for elegance without excess. Prominent chrome accents on grilles and trim added visual appeal. Standard hydraulic shock absorbers, using Houdaille lever-type units, delivered controlled , while softer, longer-tapering springs enhanced ride comfort over the firmer setup of the models. Development faced challenges in balancing affordability with these advancements amid economic recovery, requiring substantial investments in tool-and-die equipment for advanced stamping processes that enabled lighter body construction relative to predecessors. These efforts, including seamless steel top tooling, elevated production costs but established a versatile platform that influenced Ford designs through 1940.

Styling and Body Styles

Exterior Features

The 1937 Ford showcased a distinctive pre-war aesthetic through its key exterior traits, including bulbous fenders that enveloped the wheels for a softer, more rounded profile, a vertical vee-shaped grille featuring horizontal chrome bars, and prominent running boards that facilitated entry and enhanced the car's grounded stance. These elements created a balanced, approachable look that bridged influences with practical American design. The introduction of an all-steel roof across sedan and models marked a significant advancement, replacing earlier fabric tops to provide superior durability against weather and wear while allowing for a sleeker, unbroken line from to rear. This structural shift not only improved longevity but also contributed to the vehicle's modern silhouette. Lighting and accents further elevated the 1937 Ford's visual appeal, with almond-shaped headlights neatly faired into teardrop housings on the front fenders, offering better integration than the freestanding units of competitors. Optional fog lights could be added for enhanced visibility, while adorned the shell and hubcaps, particularly on DeLuxe trims, serving as subtle status symbols that highlighted the owner's preference for upscale detailing without ostentation. These polished accents contrasted effectively against the body's painted surfaces, adding refinement to the overall form. Color and finish options allowed for personalization, with the 1937 Ford available from the factory in nine shades, including (M1724), Red (M1722), Washington Blue (M1747), and Bright Vineyard Green (M1751), among others. DeLuxe models offered two-tone schemes, such as combinations of lighter and darker variants like Bright Jade over Dark Jade Metallic, to accentuate body lines and convey luxury. The baked-enamel paint process ensured a durable, glossy finish resistant to chipping and fading, aligning with Ford's emphasis on long-term reliability. Aerodynamic touches refined the 1937 Ford's exterior, featuring faired-in headlights and smoother hood contours that flowed into the , creating curves that suggested motion even at rest and slightly reducing wind resistance compared to the boxier predecessor. This streamlined approach, influenced by Ford's vision for elegant functionality, helped the model stand out in an era of evolving automotive forms.

Interior and Trim Options

The interior of the 1937 Ford featured a redesigned with a mahogany-look finish, providing a warm, upscale appearance that contrasted with the more utilitarian exteriors of the . The centralized instrument panel housed essential gauges, including a prominent , , and temperature indicator, all illuminated for nighttime visibility. Controls were driver-focused, with a banjo-style offering a firm grip and precise handling, complemented by a column-mounted gear shift for the standard three-speed , known as "three-on-the-tree." The starter button was conveniently located on the instrument panel, and the lever was positioned just below for easy access. Seating emphasized practicality and comfort, with full-width bench seats in the front capable of accommodating three passengers, and adjustable backrests that tilted for easier entry to the rear. Upholstery options included durable fabric or ette in Standard models, while DeLuxe versions upgraded to higher-quality materials such as genuine or cord in select configurations, often paired with carpets for a plush floor covering. DeLuxe interiors also incorporated armrests on the doors and sun visors for both driver and passenger, enhancing long-trip usability. Rear seating in sedans supported two additional passengers, contributing to the model's family-friendly 5-passenger capacity across most body styles. The 1937 Ford offered two primary trim levels—Standard and DeLuxe—to cater to varying budgets, with the DeLuxe providing noticeable enhancements in refinement. Standard models maintained a spartan feel, limited to basic features like a single and , whereas DeLuxe added luxury touches such as dual sun visors, armrests, a clock, and an illuminated glove box. DeLuxe buyers could opt for a factory radio with an integrated antenna, as well as a heater and defroster for improved climate control. These distinctions extended to interior trim, where DeLuxe models featured woodgrain accents on window surrounds and door panels, elevating the cabin's aesthetic. Comfort innovations focused on reducing road and enhancing , with improved rubber seals that minimized and intrusion for a quieter ride compared to prior models. Larger areas in the windows and improved outward views, aiding safer driving in an era before modern was ubiquitous. The overall cabin design prioritized spaciousness, with ample headroom and legroom suited for the average family, though rumble seats in coupes and convertibles used for weather resistance.

Mechanical Specifications

Engine and Drivetrain

The 1937 Ford lineup featured two variants of the flathead V8 engine, both constructed with a cast-iron block and side-valve design. The base engine, known as the V8-60, displaced 136 cubic inches (2.2 L) with a bore of 2.60 inches and stroke of 3.20 inches, producing 60 horsepower at 3,500 rpm and 94 lb-ft of torque at 2,500 rpm at a compression ratio of 6.6:1. The standard engine, a 221-cubic-inch (3.6 L) V8 with a bore of 3.0625 inches and stroke of 3.75 inches, delivered 85 horsepower and approximately 152-155 lb-ft of torque. These engines retained the side-valve configuration without overhead valves, emphasizing reliability and cost-effective production over advanced valvetrain technology. The drivetrain was , paired with a standard three-speed sliding-mesh . Final drive ratios included 4.11:1 for stronger acceleration, 3.78:1 for balanced performance, and 3.54:1 for higher top speeds. No semi-automatic options like the Columbia Overdrive were available in 1937, though such features appeared in subsequent model years. Key innovations focused on efficiency and cooling rather than radical redesigns. The V8-60 incorporated twin water pumps and a unique "tinside" cooling jacket for improved thermal management, supported by a larger specific to its lower-output design. The 221 V8 used a single Stromberg 97 , with no dual downdraft option until later years; this setup provided adequate fuel delivery without the complexity of multi-carburetor systems. These enhancements integrated seamlessly with the for reliable power delivery across the lineup.

Chassis, Suspension, and Safety Features

The of the 1937 Ford was constructed as a ladder frame with X-bracing for enhanced torsional rigidity, supporting a 112-inch that balanced maneuverability and stability. This design, typical of Ford's engineering approach, distributed the vehicle's curb weight—approximately 2,800 pounds—effectively while providing a durable foundation for daily use. Suspension components included transverse leaf springs at the front and rear, connected to solid axles, which created a compliant ride that simulated characteristics for improved handling over uneven surfaces. Hydraulic shock absorbers, manufactured by Houdaille, were installed on all four corners and tuned softer than those on rival vehicles to prioritize comfort and reduce road harshness. The setup rode on 16-inch fitted with 6.00x16 tires, optimizing traction and ride height for the era's roadways. The braking system employed four-wheel mechanical drum brakes with 12-inch diameter drums, relying on cable actuation without power assistance for reliable stopping power under normal conditions. A separate handbrake mechanism served parking duties, ensuring secure immobilization when stationary. Safety considerations in the 1937 Ford emphasized structural integrity, with the rigid ladder frame offering inherent crash protection by absorbing impacts better than less reinforced designs. The windshield incorporated shatter-resistant laminated glass to minimize injury from breakage, a feature carried over from earlier Ford models. Additionally, the low-mounted V8 engine contributed to a lowered center of gravity, enhancing overall stability and reducing rollover risk during cornering.

Model Years

1937 Model Year

The 1937 Ford was introduced on November 6, 1936, following a dealer preview event at the company's River Rouge manufacturing complex in , where initial production began emphasizing the model's exclusive V8 powertrain offerings, and was first displayed to the public at the New York Auto Show starting November 11, 1936. This launch marked Ford's commitment to V8 exclusivity across all passenger car models for the year, with no inline-six or four-cylinder options available at debut, distinguishing it from prior years that included more varied engine choices. The lineup featured two flathead V8 engines: the new 136-cubic-inch V8-60 producing 60 horsepower for economy-focused buyers and the established 221-cubic-inch V8-85 delivering 85 horsepower for performance seekers, both paired with a three-speed . Unique to the 1937 model year, the DeLuxe trim level introduced enhanced brightwork accents, including chrome trim on the grille, hood sides, and interior elements, elevating its aesthetic appeal over the base Standard models. Compared to the 1936 Ford, the 1937 iteration incorporated revised hood lines and more curvaceous fenders that contributed to improved airflow and a sleeker, more streamlined silhouette, reflecting the era's shift toward aerodynamic styling. Ford marketed the V8-60 variant with economy claims of up to 20 miles per gallon under ideal conditions, positioning the car as an affordable yet powerful option amid the Great Depression's lingering effects. The 1937 Ford enjoyed strong initial reception for its modern, rounded styling and V8 performance, which critics and buyers praised as a significant advancement in accessible luxury and driveability, leading to robust sales of approximately 849,000 units for the . However, some contemporary reviews noted drawbacks, including noticeable interior noise from the flathead and road surfaces, which detracted from the promised refinement despite Ford's engineering efforts to reduce vibrations. This combination of innovative design and practical V8 power solidified the 1937 Ford's role as a , influencing subsequent model years.

1938 Model Year

The 1938 Ford model year introduced a dual-line approach, with the entry-level Standard series carrying over much of the 1937 styling and the upscale De Luxe series receiving a more modern facelift on the shared platform. This refinement aimed to address market feedback while maintaining the core continuity from the prior year. The De Luxe models featured a distinctive heart-shaped grille that was wider and incorporated additional horizontal bars for a bolder appearance, paired with teardrop-shaped headlights integrated into the fenders. An optional hidden compartment in the trunk became available on sedans, improving by eliminating external mounting, while the lineup debuted the iconic woodie body style with mahogany paneling over an all-steel frame, offering seven-passenger capacity and standard sliding rear glass for enhanced utility. Mechanical adjustments were subtle, focusing on refinement rather than overhaul, with the 85-horsepower flathead benefiting from improved carburetion that delivered a 5-10% power increase through better fuel atomization and tuning for smoother performance. An optional overdrive transmission, utilizing the Columbia two-speed rear axle unit, was offered to reduce engine speeds at highway velocities, enhancing fuel economy and driver comfort. The chassis received reinforcements in key areas, including a lowered frame by one inch and wider transverse leaf springs with added stabilizers, allowing for heavier load capacities particularly in commercial variants like the . Production for the model year totaled approximately 410,000 units, a significant dip from the 849,000 of , attributed to the ongoing economic that suppressed domestic demand and increased competition from inventories. To offset this, Ford emphasized markets, producing right-hand drive variants tailored for regions like the and , which accounted for a growing share of international sales. The De Luxe line, with its eight body styles including the new woodie wagon, outsold the Standard series by a 3:1 margin, underscoring consumer preference for the updated aesthetics amid the challenging economy.

1939 Model Year

The 1939 Ford model year marked a transitional phase in the evolution of the 1937-1940 lineup, with refinements aimed at enhancing safety, styling, and market appeal amid recovering economic conditions following the Great Depression. Ford finally adopted hydraulic brakes as standard equipment across all passenger car models, a significant upgrade from the previous mechanical systems that improved stopping power and reliability. This change, long resisted by Henry Ford due to cost concerns, aligned the brand with industry standards set by competitors like Chevrolet since 1929. The powertrain retained the familiar 221 cubic inch flathead V8 engine as standard, delivering 85 horsepower at 3,800 rpm, paired with a three-speed manual transmission featuring synchronized first and second gears. While the 239 cubic inch V8—producing 95 horsepower—was reserved primarily for Mercury models, it became an optional upgrade for select Ford commercial applications, offering greater torque for heavier loads. Suspension and chassis components largely carried over from 1938, maintaining the independent front suspension with transverse leaf springs for a smooth ride. Styling updates emphasized smoother, more aerodynamic lines to appeal to buyers seeking modern aesthetics. The fenders adopted a more rounded, flowing shape compared to the sharper contours of prior years, with teardrop-style headlights seamlessly integrated into the front fenders for a sleeker profile. The DeLuxe series introduced the convertible sedan body style, a four-door open-top variant that combined practicality with luxury, featuring a power-operated top and upscale trim like chrome accents and wool . Taillights remained bulb-based but were redesigned with improved housings for better visibility, though sealed-beam technology was newly applied to headlights for brighter, more durable illumination mandated by federal standards. These exterior themes inherited the influences from 1938 but refined them for a less boxy appearance, contributing to the DeLuxe's premium positioning over the Standard line. Market adaptations reflected both domestic recovery and emerging global uncertainties. Total production reached 532,152 units, a rebound from 1938's approximately 410,000 vehicles, driven by pent-up demand and promotional efforts like the "Ford 100 Millionth Engine" publicity campaign. In response to escalating war tensions in —particularly after the outbreak of in September 1939—Ford ramped up commercial chassis output for trucks and delivery vehicles, anticipating potential shifts toward utilitarian production. Innovations included standard vacuum-operated windshield wipers, powered by engine manifold vacuum for consistent operation in foul weather, and enhanced underbody rustproofing treatments using zinc-based coatings to combat corrosion in salted road conditions prevalent in northern markets. These features bolstered the 1939 Ford's reputation for durability and value, helping it capture about 20 percent of the U.S. market share.

1940 Model Year

The 1940 model year brought the final refinements to the 1937 Ford platform, emphasizing streamlined aesthetics and enhanced comfort features as the company anticipated shifting priorities amid global tensions. The DeLuxe trim featured a three-piece grille with a bright metal center section, flanked by integrated sealed-beam headlights—a first for —creating a more modern front end compared to the previous year's design. Standard models retained simpler styling with body-colored grille shells and painted headlight bezels, while DeLuxe versions featured chrome-plated accents for added elegance. These updates built on the 1939 styling heritage, maintaining the series' rounded fenders and low-slung profile. Mechanically, the DeLuxe line standardized the larger 239 cubic-inch flathead , delivering 100 horsepower and improved torque for smoother performance, while the base Standard continued with the 221 cubic-inch V8 rated at 85 horsepower. This engine evolution from 1939 provided better low-end power across the lineup, paired with a three-speed and a 112-inch for stable handling. Durability was prioritized in construction, with reinforced components suited for both American roads and export markets, including shipments to where Ford's international assembly plants adapted similar designs for local conditions. Interior updates focused on practicality, with DeLuxe models offering an optional radio as a dealer-installed accessory and an improved hot-water heater that circulated more efficiently than prior exhaust-gas designs, reducing the risk of fumes entering . These features, along with optional clock, , and upgraded , catered to buyers seeking refinement in the final prewar year. As wartime preparations accelerated, Ford secured early contracts for components like engines, foreshadowing a pivot from civilian production; 1940 sales peaked at 642,580 passenger cars domestically, Canadian, and foreign markets before U.S. entry into suspended output in February 1942. The 1940 models marked the conclusion of the 1937-1940 series, paving the way for the all-new 1941 redesign with a longer and revised body. Combined production across the four years exceeded 2.2 million units, underscoring the platform's commercial success during a turbulent era.

Production and Market Impact

Manufacturing and Sales Data

The 1937 Ford lineup was produced across multiple facilities, with the primary manufacturing hub at the River Rouge Complex in , where components were fabricated and partially assembled, while final vehicle assembly occurred at branch plants such as those in ; ; ; and . These branch operations allowed for efficient distribution to regional markets, with knock-down kits shipped from River Rouge for local assembly to minimize transportation costs and tariffs. Overall production for the 1937-1940 model run totaled approximately 2.4 million units, including both Standard and DeLuxe variants, with DeLuxe models accounting for around 60% of output in later years as consumer preferences shifted toward upscale features. Sales figures reflected economic fluctuations during the period, with 848,608 units sold in 1937, capturing about 21% of the U.S. car market (total industry ~4 million units) amid competition from Chevrolet's leading sales of around 768,000 units. Production and sales dipped to 410,263 units in 1938 due to , reducing Ford's to roughly 24% of a contracted industry total of about 1.7 million cars. Recovery followed, with combined 1939-1940 sales reaching 1,131,327 units (532,152 in 1939 and 599,175 in 1940) and maintaining a 16-18% U.S. , trailing Chevrolet but ahead of Plymouth. Ford's manufacturing relied on advanced techniques inherited from earlier innovations, enabling high-volume output through sequential worker tasks and conveyor systems that reduced build time per vehicle. Stamping innovations for body panels and the integration of V8 engines further lowered production costs, with the base V8-60 Tudor sedan priced at $545 to appeal to budget-conscious buyers during economic uncertainty. At its peak in 1937, Ford employed approximately 125,000 workers across its operations, supporting the labor-intensive processes while navigating unionization efforts at plants like River Rouge. Approximately 10% of production was exported, with assembly variants built in at the Windsor plant and in at the facility starting in to serve local markets under imperial preferences. Commercial variants, such as pickups, utilized the passenger car with minor modifications for load-bearing, contributing to overall output without separate tooling lines.

Competition and Reception

The 1937 Ford faced stiff competition from the , which featured an inline-six engine delivering 85 horsepower comparable to Ford's V8, along with hydraulic brakes introduced in 1936 that provided superior over Ford's mechanical system. Plymouth, meanwhile, competed aggressively on price, undercutting Ford's entry-level models while promoting its own hydraulic brakes in campaigns that highlighted safety advantages. Ford's flathead V8 offered a performance edge in acceleration and power for the low-price field, but its higher base price—starting at $545 for the Standard V8-60 line—and retention of cable-operated mechanical brakes positioned it at a disadvantage in cost and safety perceptions. Critical reviews of the 1937 Ford praised its streamlined styling and modern appearance, with automotive historians describing it as "one of the handsomest cars of the decade" for its rounded fenders, vee-shaped grille, and overall influences. However, the model drew criticism for its mechanical brakes, which were faulted for squeaking, juddering under heavy use, and poor performance in wet or corrosive conditions, trailing behind rivals' hydraulic setups. The DeLuxe trim, with its enhanced chrome accents and interior comforts, received particular acclaim for aesthetic innovation, though some observers labeled the overall design "stubby" and less graceful than competitors like the Chevrolet Master Deluxe. Consumer feedback reflected broad satisfaction with the 1937 Ford's affordability and V8 performance, contributing to a positive public reception that drove sales increases over figures, reaching 848,608 units produced. Owners valued the model's value-for-money proposition in the low-price segment, though complaints surfaced regarding reliability, particularly in humid or salted-road environments where accelerated wear. In surveys of the era, repurchase intent among Ford owners hovered around 80-85%, underscoring loyalty to the brand's engineering despite these shortcomings. Ford employed aggressive market strategies to promote the 1937 models, including a lavish launch event on November 6, 1936, that utilized 41 special dealer trains and theatrical presentations to generate buzz. Radio advertisements, a key tool in Ford's promotional arsenal since the , emphasized the V8's thrilling performance and safety features like all-steel bodies, reaching wide audiences through network broadcasts. In response to the 1938 , which halved industry sales, Ford introduced "Used Car Week" in March to liquidate excess inventory—reducing stock by over 22,000 units—and implemented price adjustments on remaining 1937 carryover models to sustain competitiveness amid economic contraction.

Legacy and Cultural Role

Collectibility and Restoration

The 1937 Ford holds significant appeal in the collector market due to its role as a transitional model in Ford's prewar lineup, blending styling with the popular flathead . Original unrestored examples, particularly coupes, typically command values between $20,000 and $50,000 depending on condition and originality, while fully restored DeLuxe models often exceed $60,000 for high-quality concours-level work. Station wagons, known as "woodies," are especially prized for their rarity, with values surpassing $100,000 for well-preserved survivors, driven by the scarcity caused by wood body deterioration over decades. Restoration of 1937 Fords presents notable challenges, primarily from affecting fenders, frames, and undercarriage components due to the vehicle's age and exposure to environmental elements. Sourcing parts for the flathead can be difficult, as original components like valves and gaskets require specialized suppliers, though reproduction options have improved availability. Mechanical elements, such as the original drum brakes, demand precise adjustment to ensure safe operation, often requiring reference to period manuals. Organizations like the Early Ford V-8 Club of America provide detailed restoration guides and technical support to address these issues. Preservation efforts emphasize both concours restorations and driver-quality vehicles, with parts readily available from reputable sources like Hemmings Motor News for auctions and classifieds, and specialists such as Mac's Antique Auto Parts for reproduction components. Estimates indicate that only a small of the original production—totaling over 765,000 units—survive today, with thousands remaining in various states of preservation, focused on maintaining stock configurations to honor the model's historical significance. Auction results underscore the model's rising collectibility, with a stock 1937 Ford fetching up to $60,000 in the for exceptional examples, reflecting post-2000 trends that have driven values higher amid growing interest in prewar American automobiles (as of 2025).

Influence on Hot Rodding and Customs

The 1937 Ford played a central role in the emergence of hot rodding following , particularly in Southern California's dry lakes racing scene, where enthusiasts modified prewar Fords for speed on vast salt flats like El Mirage and Muroc. The model's lightweight body, combined with the readily available flathead introduced by Ford in 1932, made it a preferred base for performance upgrades, allowing racers to strip unnecessary weight and enhance for higher velocities. This era marked the birth of organized hot rod clubs, such as the Road Runners car club, a charter member of influential groups like the SCTA, fostering a culture of speed trials that propelled the 1937 Ford into iconic status within the SoCal community. In the , the 1937 Ford became a staple in the movement, where builders employed techniques like chopped tops and channelled frames to achieve a lower, more aggressive stance. Its all-steel body proved ideal for sectioning—lowering the beltline by removing horizontal sections—enabling smoother, more streamlined profiles that defined early Kustom . Notable examples include radical builds by shops like Barris Kustoms, which adapted similar Fords for chopped windshields and padded tops, influencing a wave of modifications that emphasized personalization over stock appearance. The 1937 Ford's influence extended to key events and figures in hot rodding, with its flathead V8 powering early drag strip competitors under the newly formed NHRA in the late 1940s and 1950s. Featured prominently in "Hot Rod" magazine from its 1948 inception, the model showcased innovative engine swaps and lightweight chassis in races at venues like Santa Ana Drags, where flathead-powered '37 coupes competed in classes like A/B Altered. Pioneers like Bob McMillen and Doane Spencer built legendary '37-based rail dragsters, cementing the Ford's reputation for reliability under high-stress conditions. In modern times, restomods often incorporate LS-series V8 swaps into '37 chassis, blending vintage styling with contemporary power for street and track use. Enduring modifications highlight the 1937 Ford's versatility, such as swapping the iconic "Deuce" grille onto '37 bodies to evoke classic lines, a practice popularized in the and still common today. Annual events like the NSRA Street Rod Nationals routinely feature hundreds of '37-based builds, from traditional flathead restorations to high-performance customs, underscoring the model's ongoing appeal in the subculture.

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