de Havilland Canada DHC-1 Chipmunk
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Mostar old town, Bosnia and Herzegovina.
Copyright © Piotr Gaborek. All rights reserved!! Please do not use this image on websites, blogs or any other media without my explicit written permission.
The former administration building of the Textile Trade Association (Textilberufsgenossenschaft) at Volkhartstraße 6
"Three-part building with central eight-storey high-rise, concrete skeleton with brick infill, by Robert Pfaud, 1949-1952" de.wikipedia.org/wiki/Liste_der_Baudenkm%c3%a4ler_in_Augs...
IN ENGLISH BELOW THE LINE
Tot i la seva accidentada historia, en especial al s. XX, Varsòvia conserva bona part de les seves muralles medievals, molt més que, per exemple Cracovia, que en tenia molt més longitud i quedà intacte durant les guerres. Per descomptat ha estat reconstruida, com la resta de la ciutat, de fet. I aquest és el sector nord, el més ben conservat, i la barbacana domina tota la zona.
es.wikipedia.org/wiki/Barbacana_de_Varsovia
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Despite its turbulent and violent history, especially in the 20th century, Warsaw retains a good part of its medieval walls, much more than, for example, Krakow, which had much longer walls and remained intact during the wars. And this is the northern sector, the best preserved, with the barbican as the most relevant part of it.
Typical postwar architecture you can find in the city of Nijmegen. The city was bombed by mistake by the allies of World War II
1951 Talbot-Lago Saoutchik designed T-26 Coupe'. A very sensuous art deco design to begin the second half of the 20th century. The engine and drive train are the same as the Talbot-Lago that won outright the 1950 Le Mans 24 hour race, so a quick and reliable......and gorgeous ride.
Founded by cabinet maker Jacques Saoutchik (born Iakov Savtchuk in Russian Empire in 1880), Saoutchik was a French coachbuilding company founded in 1906. In the 1930s, the company became well known for their often extravagant automobile designs for high end luxury car manufacturers. After Jacques died in 1955, the company passed into the hands of his son Pierre. With most of the well known French luxury car manufacturers going out of business and independent automotive coachbuilding as an industry in decline, the market for Saoutchik designs evaporated and the company ceased trading in 1955.[1]
The company was known for designing flamboyant and expensive automobile bodies for brands such as Bugatti, Delahaye, Pegaso, Hispano-Suiza Talbot-Lago and others. (WP)
AS ALWAYS....COMMENTS & INVITATIONS with AWARD BANNERS will be respectfully DELETED!
The Spacelander is a marvel of postwar biomorphic design. Its curving lines and amoeba-like voids represent the mutation of the prewar streamlined style into a new expression based on organic, rather than machine-made, forms. Although the prototype—made for a 1946 exhibition of British industrial design—was a critical success, Benjamin Bowden failed in his attempts to have it manufactured. By the time it finally went into production in the United States in 1960, tastes had changed and the price of the bicycle—$89.50—was too high. It is believed that only about five hundred examples were ever sold, making it one of the rarest and most sought-after industrial designs of the mid-twentieth century. When new, this bicycle was bright red; the color has faded over time
Post war, Modernist structure.
A target for graffiti and associated defacement.
LR4255 © Joe O'Malley 2022
IN ENGLISH BELOW THE LINE
Acabant'se la Segona Guerra Mundial, el regim feixista de Franco va temer (i per desgracia no fou així) una invasió aliada. Per això es fortificaren de punta a punta els Pirineus, amb una serie de fortificacions de formigó anomenades, amb "molta" imaginació, Linea P. Localment també s'ha conegut com Linea Gutierrez o Perez, potser com a broma.
Just sota Camprodon n'hi ha un sector força interessant. Hi ha diversos bunquers des del "Coll de Camprodon" seguint la carretera C38 fins al riu Ter en el punt on la plana desapareix del tot. Obviament, tot i "cedir" Camprodon, es un punt estrategic clau, ja que la carretera queda atrapada entre els cingles i el riu.
Aquest és un dels bunquers d'ametralladores que es troba més cap a dins del bosc.
A Martinet de Cerdanya es pot visitar un sector de la linea, el CR 53, al Cabiscol.
ca.wikipedia.org/wiki/L%C3%ADnia_P
===============================================================
As the III Reich was losing World War II, their friends in the spanish fascist regime of Franco were afraid of an allied invasion (which never came, sadly). So they built a fortified line along the Pyrenees. It was much less impressive than the Maginot or Siegfried lines, but at least the mountains gave it a difficult terrain all arround. It was known as Linea P, "P-Line".
Just below Camprodon there is a quite interesting sector. There are several bunkers from the "Coll de Camprodon" following the C38 road to the river Ter at the point where the plain disappears completely. Obviously, despite "yielding" Camprodon, it is a key strategic point, since the road is trapped between the cliffs and the river.
This is one several bunkers that could be found deeper in the forest, but still controling the road south of Camprodon.
In Martinet de Cerdanya, a sector of the line (the CR-53) is open to the public and restored.
Laundry day on a post war estate.
Note the telltale chimney dating to a time before the clean air act.
LR4246 Joe O'Malley 2022
I photographed the Torre Velasca from the roof of the Duomo di Milano on a grey morning, with soft light filtering through the overcast sky. The image isolates the tower in color against a black-and-white cityscape, emphasizing its cantilevered top and angled supports. From this elevated vantage point, the contrast between postwar modernism and Milan’s historic architecture becomes even more pronounced.
In 1948, Jaguar launched its first postwar sports car, the XK120. With a sophisticated dual-overhead cam 3.4-liter straight-six engine and curvy, aerodynamic bodywork, the car was a sales hit—and was also discovered to be a significant race car in the hands of privateer drivers. Noting this performance, Jaguar decided to build a variant of the XK designed specifically with an eye toward competition. First referred to internally as the XK120C, the car was ultimately different enough from the XK120 that its name changed to C-Type ('C' standing for Competition).
Jaguar C-Type And XK120 Differences
While the XK120 was a capable car (the '120' designating top speed in miles per hour), the C-Type's aim was light weight and slippery aerodynamics to achieve the highest top speed possible for longer racetracks like Le Mans. Whereas the XK120 was based on a heavy steel chassis derived from the Mark V sedan, and used ash wood framework to hold its aluminum body panels, the C-Type had a new lightweight tube frame chassis, one of the first of its type, and Malcolm Sayer-designed alloy bodywork with a more aero-efficient design. The 3.4-liter twin-cam straight-six engine remained, but was given an improved cylinder head, more aggressive camshaft profiles, a dual-exhaust system and unique pistons to bump output from 160 hp to just over 200 hp. With a significantly lighter curb weight than the XK120 road car, the C-Type was an instant performer.
C-Type At Le Mans
The first three cars produced in 1951 were almost immediately sent to the 24 Hours of Le Mans to be tested against the competition. Two of the C-Types failed to finish, but the third car driven by Peter Walker and Peter Whitehead won the endurance race outright, making the C-Type the first British car to win the event in some two decades, setting several speed and distance records in the process. In 1952, C-Type customer car deliveries began, and the twin SU carburetors were upsized slightly, while the car's bodywork and cooling system were also revised. Jaguar's factory motorsports team again ran three cars at the 1952 Le Mans, but all retired with mechanical issues.
In 1953, Jaguar again built three new factory racers with further weight reduction thanks to thinner aluminum bodywork, lending them an unofficial "lightweight" designation. Triple Weber carburetors and higher-lift cams helped bump power to 220 hp, while the rear suspension was slightly revised and Dunlop disc brakes (a rarity in '53) replaced the previous drum units. The factory "lightweight" C-Types finished first, second, and fourth at the 1953 24 Hours of Le Mans. In the end, some 53 C-Types were built before the model was replaced by the even more specialized Jaguar D-Type for the 1954 racing season. Despite the arrival of the D-Type, a C-Type fielded by privateer team Ecurie Francorchamps finished fourth overall in the 1954 24 Hours of Le Mans.
The Jaguar C-Type was really the brand's first all-new postwar race car and as such, it was driven by many of the luminaries of the period including the late Sir Stirling Moss and American Formula 1 champion Phil Hill. Hill said of the C-Type, "I was just in awe of the C-Type when I first stepped into it. When I look back on it now, it makes me smile. The steering was light-almost scary light. It was the first car I ever drove that had a really precise feel about it-it really felt like a racing car." Just three of the special 1953 "lightweight" cars were ever built, though some cars were later modified to lightweight specification.
With just 53 Jaguar C-Types ever having been built between 1951 and 1953, and their competition legacy being what it is, you might guess that you'd have not only a hard time finding a C-Type for sale, but also affording the asking price. You'd be right on both counts. Jaguar C-Types are rare and expensive, most have been raced hard, and some have been involved in significant accidents along the way. The most expensive and desirable C-Types must be the three "lightweight" 1953 factory racers and the 1951 Le Mans winner, while privateer cars with particularly successful or interesting racing histories will also be toward the top of the pecking order.
Motor Trend
A successful, postwar, French multipurpose type. More than 300 were built, and a number remain active today, although this is apparently the first time one has ever displayed at a UK airshow. This was after 8pm in the low evening sun, and it looked absolutely gorgeous.
ENG: The elegantly curved staircase in the Bayer-Haus on Kurfürstendamm impresses with its clean lines and striking design. Built in 1951–52 by Hans Geber and Otto Risse, the building is one of West Berlin’s early postwar structures and is now a designated historic landmark. A fine example of the high-quality architecture of the 1950s.
•
GER: Das elegant geschwungene Treppenhaus im Bayer-Haus am Kurfürstendamm beeindruckt mit seinen klaren Linien und dem markanten Auge. Das 1951/52 von Hans Geber und Otto Risse errichtete Gebäude zählt zu den frühen Nachkriegsbauten West-Berlins und steht heute unter Denkmalschutz. Ein schönes Beispiel für die hochwertige Architektur der 1950er Jahre.
The need to change, to become a human being, to extract myself from the self-inflicted carnage, murder and mind-boggling falsehood that reigned 1933 to 1945. This is certainly one of the permanent themes of my life since I was able to think for myself. And hard work it was, too hard if you ask my children. Too much energy went into this ferocious process of distancing myself from the world of the previous generation and, therefore, leaving limited space only for the needs of the up and coming next generation. You see, when you extract yourself from a nightmare, you do not end up in dreamland. The job of becoming a human being, a "Mensch", is not yet finished, neither there nor here in the UK, the country of my choice. Fuji X-Pro1 plus Samyang telefoto lens at F11.
1947 Chrysler Windsor Sedan.
Americans in general had saved up quite a bit of money during the Second World War there was not much to buy (but plenty to make), so after peace finally came the American public was more than ready for new cars. The car companies did the only thing they really could do given the fact that they had been literally forbidden from legally working on postwar cars during the war years. No new cars had been produced since early 1942 and the nation had just then come out of a depression.
The civilian vehicle fleet was nearly to the point of breaking point where it would be impossible to recover the economy in a timely way. In fact, in a little known edict, the U.S. Government actually allowed the production of 200,000 cars in 1945, prior to the end of the war in Asia. By the end of the war, the average car on the road was 10 years old. This may not seem too severe in a modern sense, but in this era cars generally were only reliable until they were about three years old, and a car that was five years old was considered a clunker. In fact, many cars were inoperable, or being literally held together with baling wire and a prayer. The tire situation was even more desperate.
In this environment, Chrysler Corporation was able to reestablish automobile production but was not able to do so as quickly as its competitors due to unique circumstances relating to their military contracts. Very few cars were built in 1945, but by 1946 production had ramped up. Chrysler didn’t even keep production records year over year, but simply kept adding from 1946 through early 1949. The Windsor, the series of car above the base Royal but below the Saratoga, New Yorker, Town & Country and Crown Imperial lines, was the top-seller, and the top selling Windsor was the basic four-door sedan.
The Windsor utilized the more economical of the two Chrysler engines, a 250.6 cubic inch L-head inline-six of 114 hp. The cars above it (except for some Town & Country sixes) used a 323.5 cubic inch L-head inline-eight of 135 hp. The smooth fluid-coupling manual transmission system was standard on all Chryslers.
The cars were, for all intents and purposes, 1942 cars with a new grille and a little different trim, but the buying public was more than willing to pay top-dollar for cars overwrought with every possible dealer accessory, inflating the price, in order to obtain a car. People even put their names on waiting lists for cars, something virtually unheard of in the United States. Deliveries were not weeks in coming, but often many months. Many unscrupulous dealers would simply “retail” buy any cars coming into their dealer new, drive them for a few hundred miles, and sell them for 50% more than the legal new-car price as used cars.
The Windsor was a solid choice and well worth the wait. Unfortunately, 1946 was a year of many upheavals including many labor strikes, which added to the already sporadic shortages of parts that plagued all automakers. Prices were also fixed by government fiat, which added to automaker woes since component parts prices, labor, steel, coal and everything else was soaring in price.
"A Cartful Of Clowns" by artist: Ioan Bolborea (2010).
Background: Postwar modernist Grand Hotel Bucharest.
Design (1967): Dinu Hariton; Gheorghe Nădrag; Ion Moscu; Romeo Belea.
The museum's focus is on the war against the Italian and German occupiers in 1939-1944, hence most exhibited weapons are of German and Italian origin, either seized during the war or left by German and Italian troops afterwards. This painting dates back to communists times as postwar-propaganda.
RT 4424 (Registration NXP 778) is a 1953 AEC Regent III double-decker with Weymann bodywork (W1590), part of London Transport’s massive postwar RT fleet. It served various London depots including New Cross, Croydon, and Amersham, before becoming a driver trainer at Bexleyheath, finally being withdrawn in March 1978 (Ai overview)
Half a postwar Ford atop the pile, on a cold and windy winter night at Big M Auto Salvage, February 2020. Those big trees were really moving. A couple of minutes of full moon and a little warm white flashlight.
In 1948, Jaguar launched its first postwar sports car, the XK120. With a sophisticated dual-overhead cam 3.4-liter straight-six engine and curvy, aerodynamic bodywork, the car was a sales hit—and was also discovered to be a significant race car in the hands of privateer drivers. Noting this performance, Jaguar decided to build a variant of the XK designed specifically with an eye toward competition. First referred to internally as the XK120C, the car was ultimately different enough from the XK120 that its name changed to C-Type ('C' standing for Competition).
Jaguar C-Type And XK120 Differences
While the XK120 was a capable car (the '120' designating top speed in miles per hour), the C-Type's aim was light weight and slippery aerodynamics to achieve the highest top speed possible for longer racetracks like Le Mans. Whereas the XK120 was based on a heavy steel chassis derived from the Mark V sedan, and used ash wood framework to hold its aluminum body panels, the C-Type had a new lightweight tube frame chassis, one of the first of its type, and Malcolm Sayer-designed alloy bodywork with a more aero-efficient design. The 3.4-liter twin-cam straight-six engine remained, but was given an improved cylinder head, more aggressive camshaft profiles, a dual-exhaust system and unique pistons to bump output from 160 hp to just over 200 hp. With a significantly lighter curb weight than the XK120 road car, the C-Type was an instant performer.
C-Type At Le Mans
The first three cars produced in 1951 were almost immediately sent to the 24 Hours of Le Mans to be tested against the competition. Two of the C-Types failed to finish, but the third car driven by Peter Walker and Peter Whitehead won the endurance race outright, making the C-Type the first British car to win the event in some two decades, setting several speed and distance records in the process. In 1952, C-Type customer car deliveries began, and the twin SU carburetors were upsized slightly, while the car's bodywork and cooling system were also revised. Jaguar's factory motorsports team again ran three cars at the 1952 Le Mans, but all retired with mechanical issues.
In 1953, Jaguar again built three new factory racers with further weight reduction thanks to thinner aluminum bodywork, lending them an unofficial "lightweight" designation. Triple Weber carburetors and higher-lift cams helped bump power to 220 hp, while the rear suspension was slightly revised and Dunlop disc brakes (a rarity in '53) replaced the previous drum units. The factory "lightweight" C-Types finished first, second, and fourth at the 1953 24 Hours of Le Mans. In the end, some 53 C-Types were built before the model was replaced by the even more specialized Jaguar D-Type for the 1954 racing season. Despite the arrival of the D-Type, a C-Type fielded by privateer team Ecurie Francorchamps finished fourth overall in the 1954 24 Hours of Le Mans.
The Jaguar C-Type was really the brand's first all-new postwar race car and as such, it was driven by many of the luminaries of the period including the late Sir Stirling Moss and American Formula 1 champion Phil Hill. Hill said of the C-Type, "I was just in awe of the C-Type when I first stepped into it. When I look back on it now, it makes me smile. The steering was light-almost scary light. It was the first car I ever drove that had a really precise feel about it-it really felt like a racing car." Just three of the special 1953 "lightweight" cars were ever built, though some cars were later modified to lightweight specification.
With just 53 Jaguar C-Types ever having been built between 1951 and 1953, and their competition legacy being what it is, you might guess that you'd have not only a hard time finding a C-Type for sale, but also affording the asking price. You'd be right on both counts. Jaguar C-Types are rare and expensive, most have been raced hard, and some have been involved in significant accidents along the way. The most expensive and desirable C-Types must be the three "lightweight" 1953 factory racers and the 1951 Le Mans winner, while privateer cars with particularly successful or interesting racing histories will also be toward the top of the pecking order.
Motor Trend
The de Havilland Chipmunk was the first postwar aviation project of de Havilland Canada.
Today, over 500 DHC-1 Chipmunk airframes remain airworthy with more being rebuilt every year.
In many respects similar to the pre-war Moth Minor in configuration, the Chipmunk used metal (mainly stress-skinned) airframe construction, allowing thinner wings and better performance, as well as giving greater durability. The Chipmunk was usable for aerobatic and instrument flying as well as basic training. Some 214 Chipmunks were built in Canada, a further 1,014 in Britain, and 60 in Portugal.
In 1948, Jaguar launched its first postwar sports car, the XK120. With a sophisticated dual-overhead cam 3.4-liter straight-six engine and curvy, aerodynamic bodywork, the car was a sales hit—and was also discovered to be a significant race car in the hands of privateer drivers. Noting this performance, Jaguar decided to build a variant of the XK designed specifically with an eye toward competition. First referred to internally as the XK120C, the car was ultimately different enough from the XK120 that its name changed to C-Type ('C' standing for Competition).
Jaguar C-Type And XK120 Differences
While the XK120 was a capable car (the '120' designating top speed in miles per hour), the C-Type's aim was light weight and slippery aerodynamics to achieve the highest top speed possible for longer racetracks like Le Mans. Whereas the XK120 was based on a heavy steel chassis derived from the Mark V sedan, and used ash wood framework to hold its aluminum body panels, the C-Type had a new lightweight tube frame chassis, one of the first of its type, and Malcolm Sayer-designed alloy bodywork with a more aero-efficient design. The 3.4-liter twin-cam straight-six engine remained, but was given an improved cylinder head, more aggressive camshaft profiles, a dual-exhaust system and unique pistons to bump output from 160 hp to just over 200 hp. With a significantly lighter curb weight than the XK120 road car, the C-Type was an instant performer.
C-Type At Le Mans
The first three cars produced in 1951 were almost immediately sent to the 24 Hours of Le Mans to be tested against the competition. Two of the C-Types failed to finish, but the third car driven by Peter Walker and Peter Whitehead won the endurance race outright, making the C-Type the first British car to win the event in some two decades, setting several speed and distance records in the process. In 1952, C-Type customer car deliveries began, and the twin SU carburetors were upsized slightly, while the car's bodywork and cooling system were also revised. Jaguar's factory motorsports team again ran three cars at the 1952 Le Mans, but all retired with mechanical issues.
In 1953, Jaguar again built three new factory racers with further weight reduction thanks to thinner aluminum bodywork, lending them an unofficial "lightweight" designation. Triple Weber carburetors and higher-lift cams helped bump power to 220 hp, while the rear suspension was slightly revised and Dunlop disc brakes (a rarity in '53) replaced the previous drum units. The factory "lightweight" C-Types finished first, second, and fourth at the 1953 24 Hours of Le Mans. In the end, some 53 C-Types were built before the model was replaced by the even more specialized Jaguar D-Type for the 1954 racing season. Despite the arrival of the D-Type, a C-Type fielded by privateer team Ecurie Francorchamps finished fourth overall in the 1954 24 Hours of Le Mans.
The Jaguar C-Type was really the brand's first all-new postwar race car and as such, it was driven by many of the luminaries of the period including the late Sir Stirling Moss and American Formula 1 champion Phil Hill. Hill said of the C-Type, "I was just in awe of the C-Type when I first stepped into it. When I look back on it now, it makes me smile. The steering was light-almost scary light. It was the first car I ever drove that had a really precise feel about it-it really felt like a racing car." Just three of the special 1953 "lightweight" cars were ever built, though some cars were later modified to lightweight specification.
With just 53 Jaguar C-Types ever having been built between 1951 and 1953, and their competition legacy being what it is, you might guess that you'd have not only a hard time finding a C-Type for sale, but also affording the asking price. You'd be right on both counts. Jaguar C-Types are rare and expensive, most have been raced hard, and some have been involved in significant accidents along the way. The most expensive and desirable C-Types must be the three "lightweight" 1953 factory racers and the 1951 Le Mans winner, while privateer cars with particularly successful or interesting racing histories will also be toward the top of the pecking order.
Motor Trend
Somewhere between postwar optimism and Cold War paranoia, Detroit built rocket ships for the highway and painted them candy colors.
Postwar Chevrolet pickup, late'40's to early '50's. Age and the weather have given this old beauty real character.
Postwar International truck cab, down some long dirt road in Nevada, overlooking a normally dry lakebed, flooded this cold and wet November. Red, white and yellow flashlight, with full moon, for 81-seconds.
The Grumman F8F Bearcat was the fastest piston-engine fighter used by the U.S. Navy during World War II, entering service just as the war was ending. Designed for rapid climb and short takeoff performance from aircraft carriers, it was a potent interceptor despite its late arrival. The Bearcat earned a reputation for agility and power, making it popular in postwar air races where it often set speed records. Its compact design and strong armament highlighted Grumman’s engineering prowess, bridging the era between propeller-driven fighters and the emerging jet age.
Facade of The Broad (rhymes with Road) museum of postwar and contemporary art on Grand Ave, Los Angeles. [2 of 12]
Over Memorial Day Weekend I found myself in Lake George for the first time with a good friend, and between photographing steamboats, drinking, and just wandering around we decided to head back over to see our friends at the Saratoga, Corinth and Hudson Railway and go for a little train ride.
Of course, in addition to a lovely ride, we had to get trackside for a few photos, and despite the gloomy overcast weather I do like the few we came away with. The 1 PM southbound train from Corinth is slowing to a stop as it arrives at the picnic grounds at Kings Station where they will reverse direction for the shove back north. This is about MP A47.2 on the former Delaware and Hudson Railway Adirondack Branch which traces its history here back to 1865.
Leading the way is gorgeous Alco S1 number 5 which was built in May 1947 and retained by the company as their plant switcher in Schenectady and is dressed in the corporate scheme she wore back in those days. Looking on in the foreground, and one year her junior is a classic Ford F2 pickup built in 1948.
Kings Station
Greenfield, New York
Saturday May 23, 2026
SF Muni PCC #1058, decorated in postwar Chicago Transit Authority colors, approaches the turn from Market Street onto the Embarcadero. Somehow, that bus in the background just doesn't match the charm or aesthetics of the PCC.
Once the single most popular postwar comic genre, romance comics began losing their audience to Marvel and DC superheroes in the 1960s. The writers began to switch the focus of their stories from stupid and very conservative, marriage-obsessed couples falling in love to stupid, beautiful, hip, and angst-driven sex-obsessed swingers agonizing over everything you can possibly imagine: race, politics, drugs, money, and loneliness.
Naturally the "hippie" in this story is an artist the girlfriend's parents despise for being poor. The girl's forced to choose between this poor--but talented--artist and her parents. True love wins, as usual; and as it turns out, the guy's not only successful as an artist, but filthy rich all along. Just like in real life.
This cover's begging to be photoshopped.
Glas Bricks, Symbol of european postwar architecture since 1950th-1970th aerating the Brutalism Design
When the dust settled on the Second Great War, the Ayanami Empire found itself in a commanding position in East Aphrodia. The rising moon flag flew across holdings from the Eastern Tip of Blanqui, through swathes of Tolmekia and down to the southern island chains. Postwar tank doctrine focused increasingly on the inferiority of Imperial tanks as far back as the Tolmekian war of 1936-1939. This almost obessive instinct to sacrifice weight and mobility concerns would culminate in the type 76, a tank so powerful that few bridges in the home islands could withstand the force of its massive hull. Military planners envisioned the vehicle fulfilling the role of the older "breakthrough tanks" in the seemingly inevitable second showdown with the Principality of Blanqui, The sudden rapprochement between the two nations in 1979 meant that the vehicle would end up fighting alongside its erstwhile foes in the Third Great War.
1949 Ford Custom Coupe.
For 1949, Ford returned to first place among American manufacturers, selling 1,118,740 Ford cars.
Released in June 1948, the 1949 Ford was the first major "postwar" American car line, beating Chevrolet to market by six months and Plymouth by nine.
Alongside the redesign of the car, Ford updated its model nomenclature for 1949. The previous Custom, De Luxe, and Super De Luxe names were replaced by new Standard and Custom trims, with Tudor and Fordor sedans (two-door and four-door, respectively), fastback Club Coupe and Business Coupe (the latter, rear seat delete), Convertible Club Coupe, and two-door Station Wagon styles. In the center of the "Bullet-nose" grille emblem, Ford embossed either a "6" or an "8" on top of a red circle, denoting the fitment of an inline-6 or the Flathead V8 engine.
This forward-looking “everyman” car from the postwar UK was designed with a uniquely British flair. Featuring chrome fenders and character elements, a distinctive grille shaped like an upside-down “T,” and a raked rear windscreen, it helped workers keep their daily commutes punctual and stylish.
More photos available in the build album. Thank you to The Lego Car Blog and The Brothers Brick for their humorous posts about this build and the peculiarities of 1950s British cars!
©2022 Chris Elliott, All Rights Reserved.
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Two children, Little Riley Street, Surry Hills, Sydney, 1949, by Ted Hood, State Library of New South Wales, PXA 584/10 collection.sl.nsw.gov.au/record/n88DRMvn