Overall, the car is said to have the greatest sales success since those legendary days of the reopening of the Ford Motor Company and the presentation of the A-models in 1929. The V8 engine is still the old and the six-cylinder also not more modern but the body already claimed wasteful much space for the postwar period. Modern is the front suspension.

Maybe, the model's rumored quality problems are related to the huge demand. For the Ford company not doing very well, the car is certainly a blessing. It is further developed, with automatic from 1951, coupe and new dashboard, 1952 with continuous windscreen.

The V8 although characterized as 'New', but has still side valves, like the six-cylinder. After all, there is already an ignition advance in both engines by low pressure. Of course the ignition is still adjusted static. If the belt correctly tensioned, you turns on the fan wheel made of steel, to a certain marker is reached. The closing angle is for the six-cylinder 57° - 62° and for the V8 60° - 65°.

After all, there is a cooling with pump circulation, at the V8 even one for each cylinder bank each with a thermostat. The relatively low SAE performance of the at least almost 4 liter engines is due to by fuel quality caused low compression and the only one carburetor. The relatively low SAE performance of the at least almost 4 liter engines is traced back to by fuel quality caused low compression and the only one carburetor. At the will still be adjusted the height and the mixture of idling. With the V8, there are two idle systems.

Crankshaft and camshaft have a pressure circulation lubrication. Since the complete valvetrain is located in the engine block, the oil lines are not very long. The rest is achieved by splash oil or oil vapors. Oil change should take place four times a year or every 4000 km. In summer is recommended oil 20 and in winter 10, below -25°C with a half liter of kerosene (!) as an encore. There is also a to change oil filter insert.

The windscreen wipers are not electrically driven, but from underpressure motors. Either electric motors are still relatively expensive even in U.S. at the time or the about 200 watts of the direct current generator are not sufficient even for that.

The front axle is already quite modern with unequally long wishbones, while rear will dominate for still quite a long time, the leaf-sprung rigid axle. Of course there are no ball joints but a lot of parts to lubricate every 1600 km, such as e.g. the steering knuckle pivot. Track and camber are not measured from the outside, but determined with fixed spacers against the rim edge. 08/13