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1952 FORD F-1 PICKUP
A collectible parts hauler
ments until Ford released the 215-ci
six and 317-ci Lincoln V8 in 1952 —
their first automotive overhead valve
engines. That 215 is what sits between
our subject truck’s frame rails.
It may seem odd that Ford elected
to headline this new technology at
the bottom and top ends of their
market, but it does make sense. The
industry was starting to go to OHV
architecture, but doing so across the
board would have been a big gamble
for Ford. The flathead V8 had an
enviable following, and the company
really didn’t want to rock the boat
without good reason. Still, these
engines paved the road for the V8s
that would eventually replace the
company’s front-line flathead later in
the decade.
Modern by comparison
Co
urt
esy
of
Ru
ozz
iB
rot
h
ers
Co
lle
A decade
ago, $10k
would’ve
bought a
top-level
truck. Today,
$10k is the
entry fee for
a respectable
driver
58
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AmericanCarCollector.com
AmericanCarCollector.com
cti
on
Chassis number: F1D2HM52515
by B. Mitchell Carlson
This Ford pickup has had a frame-off restoration
that is reported to be “factory original” with a new
interior and “perfect” headliner and chrome throughout. The vehicle has new hubcaps. The engine has a
glass bowl Holley carburetor.
This F-1 pickup, Lot 344, sold for
$27,500, including buyer’s premium, at the Auctions America by RM event at Fall
Carlisle on October 4–5, 2012.
ACC Analysis
From F-1 to infinity
The F-series was launched in 1948 as Ford’s new
post-war truck. It was introduced on January 16 — a
full five months before Ford’s new post-war cars hit
the market.
Starting with these post-war trucks, Fords had
easy-to-remember and marketable model designations
that they wore in chrome on their flanks. But although
the evergreen flathead V8 and flathead six engines
were basically the same, the rest of the truck was all
new, continuing essentially unchanged into 1950.
Ford was unique in the pickup truck arena, as it
offered two different engines in its line. First was
the venerable flathead V8 — the only choice from
1934 to 1940. In 1941, the company introduced its
first 6-cylinder engine, mostly likely to Henry Ford’s
consternation.
Mr. Ford was always of the opinion that a four
was more economical and a V8 more durable than
a six. However, everyone else in the industry had a
six, and Ford’s V8 was considered by frugal buyers
as too thirsty. Despite what Henry thought of it, his
company’s 226-ci six sold in reasonable numbers, and
even saw use during World War II in Ford’s 1¼-ton
“Burma Jeep” Navy tactical trucks.
Flathead to OHV
With the emphasis on the all-new truck line (and
cars) after the war, all engines saw limited improve-
The 1952 “Cost Clipper Six” was as modern as
anything in the industry. Although it was 11 cubic
inches smaller than the previous engine, it put out 101
horsepower compared with the previous flathead six’s
95 horses — and was within spitting distance of the
235-ci flathead V8’s 105. Ford also touted it as being
14% more economical than its predecessor.
At that time, Dodge and Studebaker’s half-ton
pickups were still using flathead sixes, and Chevrolet
was still using splash lubrication. Ford’s new motor
used full insert bearings, full-pressure lubrication
and overhead valves. The only competitor that had an
equally advanced engine in 1952 was International,
with their slightly larger 220-ci Silver Diamond six.
But Ford had the upper hand, as its motor was also
available in the newly restyled car line that was also
introduced that year.
A decade ago, I briefly owned a 1954 F-250 with the
223-ci version of the six. It wasn’t really powerful — I
wouldn’t call it a slug, either; “adequate” would
phrase it best, even for hauling a bed full of pea rock.
Parts availability is quite good. The only issues typical
for OHV Fords from the ’50s are heavier blow-by at
hot idle from the crankcase vent tube and significant
power loss when using the vacuum windshield wipers.
That second issue can be a real problem — when driv-
Detailing
ing up a hill in the rain, you basically have the choice
of driving blind or walking.
Finally being appreciated
1951 saw a light restyling of the F-series, mostly
with a new grille, and 1952 saw minimal changes in
trim. While 1951s and 1952s look very similar, they
do have their differences. Aside from the powertrain
and badge design shuffling on the hood, the 1952s
used more Argent Gray paint in lieu of chrome due to
Korean War metal allocation restrictions. Along that
line, no 1951s or 1952s had chrome grilles. They were
all white. If you see one, it was plated when it was
restored.
For years, these were always second fiddle to the
wildly popular 1953–56 F-100s (affectionately known
as “Effies” among Ford fans). While those years
have certainly not seen their popularity wane, the
’51 and ’52 F-1s have skyrocketed in value. A decade
ago, $10k would’ve bought you a top-level concoursquality truck. Today, $10k is more or less the entry fee
for a respectable driver.
Sure, there are plenty of farm-fresh pasture trucks
still out there, but even they are moving up the food
chain. This example, reasonably authentic and well
restored, brought pretty much today’s market price
at auction for a truck in its condition. It has a few
extra chrome and stainless trinkets, but those pieces
can be unbolted in short order. And even as it sits, it
doesn’t come off as over the top. This
is the kind of classic you can actually
drive and use as a truck, albeit on a
limited basis. After all, you won’t want
to scratch up that bed with a load
of gravel. But for cruising, and for
careful transport of furniture or other
similar items, it’ll be well-suited.
As for values, I think we’ll see more
upward action than downward correction in this segment of the market, at
least in the foreseeable future — especially for trucks done to this level of
quality. So this was a great buy at the
price paid. Drive, enjoy and use on a
limited basis. Just watch out for long
uphill stretches in the rain. A
(Introductory description courtesy
of Auctions America by RM.)
Years produced: 1949–52
Number produced: 81,537
(1952 F-1 with 6½-foot
pickup box)
Original list price: $1,362
Current ACC Valuation:
$13,000–$24,000
Tune-up cost: $200
Distributor cap: $12
Chassis number: Stamped on
the frame rail adjacent to
the steering box; data plate
on the glovebox door
Engine number: Basic casting
numbers only, on the side
of the block
Clubs: Early Ford V8 Club
More: www.earlyfordv8.org
Additional: American Truck
Historical Society
More: www.aths.org
Alternatives: 1948–early
1955 Chevrolet 3100
pickup; 1948–56 Dodge
B-series pickup; 1950–56
International L-, R-, and
S-series pickup; 1948–53
Studebaker R5 pickup
ACC Investment Grade: B
Comps
1950 Ford F-1
Lot 5105, VIN: 98RC393749
Condition: 2+
Sold at $44,000
Auctions America by RM,
Auburn, IN, 9/1/2012
ACC# 213319
1952 Ford F-2 pickup
Lot 9, VIN: F2R2CH15468
Condition: 2+
Sold at $17,850
McCormick, Palm Springs,
CA, 2/25/2011
ACC# 176107
1951 Ford F-2 pickup
Lot 9, VIN: F2R1SP9198
Condition: 4+
Sold at $15,400
Gooding & Co., Pebble Beach,
CA, 8/21/2005
ACC# 38882
59CC
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November-December
2012
January-February 2013