FORD OF CANADA HERITAGE

Exclusive & Exciting Cars & Trucks Built By Ford of Canada

Canada's climate is colder, its population is much smaller, and its economy is less efficient compared with the United States. These and other factors have set the stage for some fascinating differences in Canadian cars. Even cars produced by the same manufacturer often digressed from the American pattern. What follows is a review of the uniqueness found in many vehicles produced by the Ford Motor Company of Canada, Limited during its long and illustrious history.

The first car built by the Ford Motor Company of Canada in early 1904 was the Model C. A total of 117 cars were made in the first year. Most were 2-cylinder Model C's but a few 4-cylinder Model B's were also built. Both were made in 1905 along with the Model F, a new 2-cylinder car.

In 1906, both the C and B were discontinued, but two new models came on the scene. The Model N was a low-priced 4-cylinder car, but the 406 cid 6-cylinder Model K was huge and expensive.

The F was gone by 1907, but there were two new Fords--Model R and Model S. Both were 4-cylinder cars, and built along with the Model N and Model K through much of 1908.

Production of all those models ceased when the Model T made its debut in October 1908. The Canadian-made Fords were similar to the American models, although there may have been minor departures due to the use of Canadian components. Ford of Canada constantly tried to keep a high level of Canadian content.

During the Model T era, Ford of Canada chose not to produce some body types. For instance, sometimes there were no Canadian 2- door Model T sedans. Four-door Model T sedans were made in Canada before they were in the U.S. Four doors were convenient for people going from province to province where right and left drive laws varied.

Some body types were sold under different names. When the American T Runabout was called a Roadster in 1923, Ford of Canada continued calling it a Runabout.

It was also in 1923, when Ford called the 2-door sedan a Tudor. Ford of Canada adopted the same name for it, and even went further and called the 4-door sedan a Fordor. Ford used that term for many years, but it originated in Canada and used for five years before it was in the States.

The arrival of the Model A brought a much greater variety of body types, though Ford of Canada never produced quite all the body styles made south of the border. Model A station wagons, for instance, were never made in Canada.

Ford's famous V-8 was introduced in mid 1932, simultaneously in both countries. Ford of Canada dropped 4-cylinder cars in 1933, while they were on the market a year longer in the U.S.

The northern firm produced some body types not made in the States. From 1929 through 1936, Rumble Seat models were available in more varieties for Canadians than Americans.

Also for 1936, all Canadian-built Tudors had trunks, while this was not always true in the States. In addition, Canadians were treated to the Special DeLuxe, a top-line series of 10 models above the DeLuxe.

The little 134 cid 60 hp V-8 appeared in both countries in 1937. It was an economical alternative to the regular V-8. But, Ford of Canada stopped offering it in the 1939 lineup. It continued to be available in the U.S. until the 1941 models arrived.

Ford's first 6-cylinder car since the Model K made its debut in the 1941 models. Buyers could choose it or the V-8, but only in the States. Not until many years later did Ford of Canada offer a 6-cylinder engine.

The 1941 Fords in both countries came in three series: Special, DeLuxe and Super DeLuxe. There were only two series for 1942, but not the same two in both countries. Ford of Canada kept the entry-level Special and deleted the Super DeLuxe. In contrast, Ford in the States deleted the Special and kept the top-line Super DeLuxe.

In 1939, the 703 Ford dealers across Canada sold both Fords and Mercurys. A few dealers sold Lincolns. After World War II, Ford of Canada split their dealer network into two divisions. Existing dealers sold Ford, the new Monarch, and Ford trucks.

A new branch of dealers sold Mercurys, imported Lincolns, and a new line of Mercury trucks. By 1947, Ford of Canada had 1113 dealers, 353 of which were Mercury-Lincoln outlets.

Because Ford was in the low-priced field, it was more popular in Canada than the medium-priced Mercury. So that the new Mercury dealers could get a piece of the low-priced action, a smaller lower cost Mercury line emerged.

This new Mercury needed a name to set it apart from its larger sibling. So, it bore the title Mercury 114--a reference to its Ford wheelbase in inches. Therefore, the larger Mercury was known in Canada as the Mercury 118, its wheelbase length.

This new car was really a Ford, but with Mercury-style grille, tail-lights and trim. For the grille to fit onto the Ford front, it had a totally different frame around the vertical Mercury bars. Below this grille was a chrome section with two long openings which substituted the lower air-intakes of the Mercury 118 design.

A unique point on the 114's grille was an embossed head of the god Mercury just below the "Mercury" nameplate. Another 114 grille feature was the lack of E-I-G-H-T spelled down the middle.

There were small round parking lights below the headlights of the Mercury 114. The shape and location of these lights bore no likeness to either the 1946 Ford or Mercury 118 parking lights. For 1947 and 1948 however, Ford used the Mercury 114 type parking lights.

Chrome trim on the 114's fenders consisted of double strips which were more like the 1942 Mercury than the 1946. Because of the pucker on Ford's front fenders, these chrome strips did not come all the way forward to the headlight rims as on the 118.

The Mercury 114 used tail-lights like those on the 118. But there were no chrome strips across the trunk door, which the 118 had. Instead, there was a chrome embellished trunk handle below the license plate bracket. A Mercury nameplate appeared above it.

Ford V-8 engines powered the Mercury 114. Displacement started at 221 cubic inches. After June 1946, 1/8th inch was added to the bore for a 239.4 cu. in. displacement. There were some unexplained discrepancies about output. Horsepower ratings were in the area of 93 to 100, unaffected by displacement changes.

Like Ford, the Mercury 114 came in DeLuxe and Super DeLuxe editions. DeLuxe offered Fordor Sedan, Tudor Sedan, and business coupe. Super DeLuxe (aka Mercury 114X) added a 6-passenger Sedan Coupe, convertible, and station wagon.

List prices for the 1946 Mercury 114 ranged from $1166 to $1583. These were about $25 more than similar Ford models.

Production totalled 4573 for calendar 1946. That was not a large number, but all car-makers failed to reach desired production levels due to shifting to a peacetime economy.

Nineteen forty-seven saw 10,393 Mercury 114's drive off Ford's Windsor, Ontario assembly line. There were few changes for 1947, but a couple appearance revisions separated 1946 from later models. The 47's lacked the chrome strip surrounding the side windows. Also, the hubcaps, the same as on the Mercury 118, had a different design.

For 1948, there were virtually no changes made. Calendar year production amounted to only 2716. Production ended early for the radically different Ford introduced in June 1948. There was no 1949 Mercury 114. However, a similar model succeeded it.

All Ford products shed their old prewar styling for a postwar new look. Of course, Ford of Canada's unique models also embraced the new styling.

A June 25, 1948 press release stated: "The Mercury and Lincoln division of Ford Motor Company of Canada, Limited announced today that it would shortly introduce a brand new automobile in the low-priced field, to be known as the 'Meteor.' It will be exclusive to the Canadian market and will be distributed by the Mercury and Lincoln dealers across the Dominion."

Meteor followed the Mercury 114 format, which was to use the Ford body with a Mercury grille. Instead of Ford's "propeller" grille, Meteor used a Mercury style grille. In addition, a wide chrome border surrounded the upper part of the grille cavity. At each end of the grille was a small arrow-shaped point which contained Ford-like parking lights.

Meteor spelled in chrome block letters above the grille identified this new car. The name also appeared across Mercury shaped hubcaps. On the deck lid, a round Meteor medallion appeared above the trunk handle. Otherwise, Meteor's exterior was about identical to Ford's.

Inside, the Ford style instrument panel added a chrome star with a tail on the right end. Under the hood was Ford's 239 cid V-8, now rated at 100 hp.

Meteor offered two versions. DeLuxe included a Tudor sedan, Fordor sedan, Club coupe and Business coupe. More deluxe than the DeLuxe was the Custom which offered the same body types, less the Business coupe. Prices were about $65 more than the same Ford models.

A popular option was a two-tone paint scheme. The fenders and lower sides were one colour and the rest a complementary shade. This was a Ford of Canada exclusive, because U.S. Ford plants could not handle two-toning then.

The new Meteor sold exceptionally well. It ranked fourth in sales, accounting for nearly 11% of the total Canadian market. To meet the public's demand, just over 23,000 Meteors came off the Windsor assembly line in the 1949 model year.

That was a long model year, because production began in the spring of 1948 and ran till the fall of 1949. Still, the normal length 1950 model year saw over 26,000 Meteors built, while it held its fourth rank in sales.

Both a convertible and station wagon joined the top series, now called Custom DeLuxe. Partially finished bodies for each of these were imported from the States, then assembly was finished on this side of the border with all the Meteor items.

A few minor styling changes appeared for 1950. The chrome border above the grille was gone. New parking lights were outward slanting with chrome trim something like Ford's new parking lights.

On the rear deck immediately above the new Ford-style trunk handle was the Meteor name. Right above that was a chrome star with trailing streaks.

More styling revisions appeared on the 1951 Meteor. Most obvious was its new and unique grille. The big bold Mercury grille was not easily adaptable to the smaller Meteor front. So, Meteor sported its own grille, which had no resemblance to any other. It was a horizontal rectangle containing five vertical bars.

Also new was the chrome rub strip along the side. It began on the front fender and had a star on a circular overlay. The strip itself ran straight back almost the full length of the front door. It went no further, in contrast to Ford's narrower strip which encircled the whole back of the car. At the back, Meteor had a new chrome nameplate with a diagonal shooting star.

Meteor now offered an automatic transmission--the "Merc-O-matic."

Ford's Crestliner American model was neither built nor sold in Canada in the 1950 and '51 model years. So of course, there was no Meteor equivalent. Crestliner was a fancy 2-door sedan offered to compete with the stylish hardtop models some competitors offered. When Ford introduced its first real hardtop, Meteor had one as well. Both were called Victoria, and Meteor's was a Custom DeLuxe.

All 1952 Ford lines came out with new styling. Meteor had a thick, single bar grille with three bulges near the centre. The Meteor name continued above the grille.

Side trim reverted to Ford's style, but the back was a bit different. Tail-light lenses, instead of being completely round like Ford's, had four small points within the normal round rim. The chrome deck handle was a broad four-point star. Meteors with Merc-O-matic had the word "Automatic" in chrome script below the lower right corner of the deck lid.

Meteor used Ford's new model names Mainline, Customline, and Crestline. These appeared in chrome script on the front fenders, like Ford's did.

Meteor's Mainline series continued to use Ford's 239 cid V-8, which was up to 110 hp for 1952. However, in the Customline, Meteor used a larger more powerful motor. It was a 120-hp version of the 255 V-8, like Mercury's engine but a little less potent. Actually, it was a truck engine Ford of Canada was already using.

In another switch, the Customline and Crestline Meteor used Mercury's instrument panel. All previous Meteors, and the 1952 Mainline models had Ford's instrument panel.

The 1952 model lineup did not include a business coupe in the Mainline series. But the remarkable 2-door Ranch Wagon was a highly desired newcomer. Though it was a Mainline model, it replaced the Custom DeLuxe Country Squire wagon.

For 1952 and 1953, the Ranch Wagon was the only station wagon Meteor offered. For that matter, it was also the only station wagon Ford had available in Canada. In the States though, Ford had Customline and Crestline wagons as well.

Appearance changes for the 1953 Meteor included a new grille. It was a single bar which dropped some at the middle--a sort of gullwing shape. Above this lower centre section was a broad chrome four-point star.

Chrome trim on the Customline and Crestline rear fender was different. Over the Ford style chrome, Meteor added a chrome windsplit above and below the long chrome strip.

The star shaped handle remained on the trunk, but the Meteor nameplate and shooting star was a variation of the one used on the 1951 trunk lids.

In its gradual move away from Ford, the 1954 Meteor came with new names. As a Canadian car, it seemed reasonable it should have Canadian model names. Customline and Crestline became Niagara and Rideau, respectively. The Mainline name was deleted but not replaced. This base series, often called Meteor, lacked an official name.

Meteor chrome script on the front fenders identified the base series. Similarly, Meteor Niagara and Meteor Rideau script marked the middle and upper series.

For 1954, the Meteor grille changed in the centre. It curved down to form a V at the middle. Above the V was a four-point star, but not nearly as broad as before. This bar and star arrangement predated a similar design on the grille of the 6-cylinder 1955 Ford trucks.

On the sides, Meteor combined Ford's full-length rub strip with Mercury's rear fender trim. At the back, there was a new deck handle using a Meteor medallion with an orbiting tail.

It was in the 1954 models that Ford introduced its new, modern overhead valve V-8. Unfortunately for Canadians, this engine was a year late arriving. So, the faithful flat-head V-8 continued an extra year here. However, the Niagara and Rideau Meteors were driven by the full-powered former 125 hp Mercury V-8. (Mercury got its new V-8.)

Meteor added three new models for 1954--two were station wagons. A second Ranch Wagon came in the Niagara series, along with a Country Sedan. The latter was Meteor's first 4-door wagon.

The Rideau series added the Skyliner. It had a green tinted plexiglas panel over the front seat, as did Ford's model with the see-through roof.

Niagaras and Rideaus still used Mercury's instrument panel. However, in mid year, some had Ford's instrument panel at a $67 price drop. These models had Special Niagara and Special Rideau chrome script on the front fenders.

A totally new design came with the 1955 Fords and Meteors. As usual, Meteor used the Ford body with a different grille. It had concave vertical bars between the big Ford-style parking lights. But at the centre, it was cut in two by a bold V. Above the V was Meteor's familiar four-point star.

Niagara side trim consisted of a chrome strip running from the headlight and gently curving down toward the rear wheel. Suddenly a forward slanting, broad chrome plate reached up to near the belt line. There, a chrome strip went straight back to the tail-light assembly.

Rideau, however, added a narrow chrome strip. Where the main strip bent down, this piece ran back to the broad chrome plate. This formed a triangle which usually had a contrasting colour. So, various two- and three-tone paint combinations were possible.

The business coupe was back, but just for one year. In the base series, it was really a 2-door sedan with no rear seat. New was the Crown Victoria in the Rideau series. Though technically not a hardtop, it looked like the Victoria hardtop, but with a broad chrome band over the roof like Ford's new Crown Victoria.

Thunderbird made its debut for 1955. However, it was not built in Canada, so there was no Meteor equivalent.

Just as exciting as the new styling was the new short-stroke V-8 engine. Displacing 272 cubic inches, it developed 162 hp with 2-barrel carburetion in the base series. The other models had a 4- barrel 175 hp edition. Curiously, these 4-barrel Canadian engines had a seven horsepower lower rating than the American engines.

An entirely new grille greeted 1956 Meteor buyers. It had thin horizontal bars behind a thick chrome bar, which rose from the outer end of each parking light pod and reaching a peak just below the headlights. Then it curved down to the bumper at the middle where it formed a very wide angled V. The lip of the hood had a very broad four-point star.

On the sides, the 1956 Niagara took on the same trim as the 1955 Rideau. So this year, on the Rideau, the forward slanting chrome plate was shorter. From its top, a wide ribbed chrome piece, like that used on the Ford Fairlane, ran back to the tail-light. The former thin chrome strip ran back part way, curved up and around the other chrome, then went straight back to the end. Between the upper and lower chrome pieces was an area usually reserved for a different colour.

One more model joined the lineup in mid year. It was a 4-door Victoria--Meteor's first 4-door hardtop.

The horsepower race was going full gallop. So the base and Niagara series engine got a boost to 173 hp. Station wagons and Rideaus got a 292-cid engine rated at 200 hp. Cars with automatic received two or three more horses.

In mid year, Ford of Canada introduced its first ohv 6- cylinder cars. The 223 cid 137 ohv six was available as a delete option in any 1956 Meteor.

Ford's 1957 cars had brand new styling. The new grille was quite low and had thin horizontal bars running all across the front and around the front fenders to the wheel openings. In a throwback to 1955, a V and star cut the grille at the middle.

Side trim was vaguely like Ford's. On the upper series, the two chrome strips provided space for two- or three-tone finishes.

Exactly like Ford, Meteor came in five series. They were Niagara, Niagara 300, the longer Rideau and Rideau 500, and the four station wagons made up their own series. Meteor buyers had a choice of 17 models.

The 250,000th Meteor was built in 1957. That was probably the year it had its most unique look, but for 1958 it retrenched some.

It looked very little different from Ford, except in the grille. Slightly concave vertical bars within a floating frame formed the 1958 Meteor grille. Across this grillwork was a very wide four-point star. The side and back trim was like Ford, except the Meteor nameplates, of course.

Not long after introduction, the entry level Niagara series was deleted. It had offered only 2- and 4-door sedans.

Despite its lack of distinction, and poor sales in the 1958 recession year, Meteor production remained relatively high. It ranked fourth, its traditional position, and kept it during 1959.

For that year, the Ford and Meteor body was more squarish. The new grille was made up of rows of tiny squares. Much like Mercury's grille that year, but the squares were smaller.

Side trim was much like Ford's but not identical. The emphasis was on a rocket-shaped bulge along the top of the rear fenders, which was often a different colour.

In the spring of 1959, a new top-line debuted to match Ford's new Galaxie. It had the popular Thunderbird roof line and went by the name Montcalm.

That brings up an irony. Montcalm chrome script was on the rear fenders. Yet the deck lid bore Rideau 500 in the lock area. Ridding that name was probably too complicated to tackle. (Ford had a similar problem with the Galaxie.)

Montcalm offered four body types: 4-door sedan, 2- and 4-door hardtops, and convertible. The same body styles emerged in the entirely redesigned 1960 Meteor range. Now however, there were only 12 models available. The Niagara 500 was gone, and there were only 2- and 4-door sedans in the Rideau and Rideau 500 lines.

The new styling gave Meteor a convex grille with vertical bars. But it was split across the middle. In this gap were three four-point stars.

Side trim was similar to Ford's but with the rub strip coming forward into the front fender. Near the front of it was a four- point star on a small backward slanted plate.

Ford's half moon tail-lights were each replaced by a set of three small, round lights. Two were red, but the inner ones were backup lights.

Model year production fell sharply to 18,356--just about half the record 1956 model total. The public was swinging sharply to compact cars. Ford of Canada produced a compact for Meteor-Mercury dealers to sell. As compacts gained popularity, production fell again for the full-size 1961 Meteor.

Its grille was simple yet attractive with thin horizontal bars. Each pair of dual headlights on the grillwork had them separated widely by Meteor's four-point star.

A chrome strip ran from the grille's upper corners along each side to the door, where it turned up then curved back. It went along the top crease of the fin, and angled down to the tail-light. There it became a diagonal bulge, crossing the tail-light lens then went horizontally toward the centre of the panel below the deck lid. It ended as a backup light. An unusual arrangement.

It should be noted here that there was a Meteor model in the 1961 American Mercury lineup. Unlike Ford of Canada's Meteor, it was based on the full-size Mercury and not available in Canada.

The 1962 and 1963 mid-size Meteor built in Canada and the U.S. and was essentially the same in both countries. So, 1961 was the final year for the Ford-based Meteor. Ford of Canada did revive it, but in a much different form.

When the Ford Motor Company of Canada, Limited developed the Mercury 114, Mercury dealers had an advantage over Ford dealers. They could sell cars in both low- and mid-priced fields. So that the Canadian Ford dealers could compete on a level playing field, Ford of Canada established a new make in the Mercury 118 class. Based on Mercury, it was called Monarch, and made its debut in 1946.

It used a chromed Mercury grille frame, and replaced Mercury's many thin vertical bars with three horizontal bars. Below the main grille, Mercury had two long oval openings. Monarch had these also, but placed just one bar across each instead of two as Mercury had. The general effect was a front looking more like a Ford than a Mercury, so that helped relate Monarch to Ford.

Fenders had fairly wide chrome strips running full-length above the wheels. Rear fenders added a lower second strip behind the wheel.

Monarch used Ford's oval tail-lights, and another strip of chrome crossed the trunk door between them. Above the license plate was a chrome Monarch nameplate.

Mercury's 239 cid V-8 was used, but rated at 95 to 97 hp instead of 100.

Like Mercury, Monarch offered just a single series. It included Tudor Sedan, Fordor Town Sedan, Sedan Coupe, convertible and station wagon. However, in the short 1948 model run only the Fordor and Sedan Coupe were built.

Prices ranged from $1462 to $1775, which was just $10 more than comparable Mercury tabs. In its initial year on the market, Monarch took ninth place in sales, coming just below Hudson but above Studebaker. It kept the same place in 1947, but climbed to 7th in 1948. But for much of 1948, Monarch was redesigned.

The radically new 1949 Ford products saw Monarch emerge in splendid fashion in the spring of 1948. Mercury's new body was a beauty, and now Monarch's grille took on an independent appearance. Bearing no resemblance to Mercury nor Ford, it had three thick horizontal and five vertical bars. Above the grille was a wide chrome piece upon which was the Monarch name and logo.

Monarch adopted the lion as one of its symbols. A leaping lion formed the hood ornament. It looked a lot like Jaguar's more recent symbol.

The Monarch name and logo appeared on the front door below the vent window. The rub strips were like Mercury's except at the front where it stuck out from the fender. This chrome piece had a forward mounted amber cat's eye reflector in the front end.

A regal looking chrome handle opened the trunk. Above it was a chrome piece like the one over the grille, but not as long.

Inside, the Ford instrument panel used previously was replaced by Mercury's dash. If there was no clock installed, the Monarch logo appeared in that upper middle location.

Sport Sedan and Club Coupe were the only body types built. Due to the popularity of the new Monarch, and the extra long model year, the 1949's production total of 11,317 slightly exceeded all previous Monarchs built.

Mercury's enlarged 255 cid motor powered all these 1949 Monarchs. Output was increased to 110 hp. The same engine remained for 1950, but the number of models doubled as a convertible and station wagon joined the lineup.

Only modest changes marked the 1950 models. The same grille continued, but it had a thick chrome surround. At each end it joined the new and greatly enlarged parking light assemblies. In the chrome age, it was unusual that the headlight rims were painted body colour.

In regard to paint, starting with the 1949 Monarchs and Mercurys, two-tone finishes were available optionally. The fenders contrasted with the rest of the body. Ford of Canada turned out many of these beauties, while no American Ford assembly plants could handle such a task.

There was an arrowhead at the front end of an otherwise Mercury rub strip. The trunk handle was a chrome gullwing shaped affair with the Monarch logo attached in the upper centre.

Changes for 1951 were a bit more extensive than for 1950. A new grille consisted on a single thick chrome bar crossing between the new parking lights. Five vertical bars connected this with the chrome border topping the grille opening.

Mercury style side trim added three little feather-like attachments to the under side, on the rear part of the front fenders.

Tail-lights for the previous two years were Mercury's. This year, however, a different lens was inserted into the Mercury tail light assembly. The lenses curved inward around the sides and top-- an influence of Lincoln's 1951 tail-lights.

After just one year back, the Monarch station wagon was gone again. While Mercury in the U.S. offered fancy Monterey club coupes in lieu of hardtops, these were not available in Canada in either Mercury of Monarch lines. The 1952 Monarch came out with the new Mercury body. The front styling was like Mercury's but without the vertical bars on the bumper. Instead, Monarch put a single vertical bar in the gap above the bumper. On the hood above this was another Monarch symbol--a gold crown. A lion's head was incorporated into the air-scoop trim.

Side trim did not deviate from the Mercury pattern except the Monarch name on the rear fenders, and crown shaped keyhole covers on the doors. The deck handle, though new, was in typical Monarch fashion with a couple crowns.

Monarch used Mercury's engine--boosted to 125 hp. Monterey was a new model for 1952. It was Monarch's first hardtop, and joined a convertible in the new top line Monterey.

Slight alterations for 1953 had five thin vertical bars between the top of the bumper and the top of the grille opening. At the rear, a big crown formed the deck handle. Mercury tail-lights lacked the broader chrome frames. They were body colour.

An amazing development in 1953 was when Monarch sales surpassed Mercury in Canada. Not too often has a Canadian variation been more popular than the car from which it was devised. But when it does, it confirms the designer's awareness of the Canadian tastes. The 1954 Monarch also outsold Mercury.

For 1954, the two heavy bumper bars had three vertical supports between widely spaced bumper guards. In the opening above the bumper, standup chrome letters spelled the Monarch name. On the front of the hood was a large V with a crown in it. The whole lion returned as a hood ornament on the air-scoop.

The most noticeable difference from Mercury on the side was a thick chrome bar along the rear fender. At the back, a large V with maple leaves and a lion served as the deck lid handle.

Monarch deviated from Mercury by offering three series: Custom, Lucerne, and Custom Lucerne. Only 2- and 4-door sedans made up the Custom series. Lucerne and Custom Lucerne each had a 4-door sedan, hardtop, Sun Valley hardtop, and convertible. The Sun Valley had the plexiglas see-through roof.

All Monarchs had Mercury's brand new OHV V-8 engine. Practically the same size the old flat-head it replaced, its 161 hp was a 29% boost.

Enlarged for 1955 to 292 cubic inches, it produced 188 hp and powered Monarchs in all three series. The name of the top line was changed to Richelieu. There were no Sun Valleys, but Monarch offered eight other models.

Despite its new design, the 1955 grille was a variation of the 1954's. But this time there were five vertical chrome connectors between the bumper bars. Still perched atop the bumper was the Monarch name. In addition, there was a fine chrome mesh behind the name.

Side trim was unique. A chrome strip went from the front back to the rear fender bulge, and widened a bit as it did. There was a chrome cap on the leading edge of fender bulge. The Monarch name, in line with the long chrome strip, was on the fender on the Custom. But Lucerne and Richelieu had an extension of the chrome strip across rear fender.

The back was like Mercury's, except a chrome gullwing trunk handle with a crown right above it.

Model year changes for 1956 had a squared chrome mesh--like Thunderbird--behind the double bar bumper. Quite unusual was the placement of the bumper guards. They were very close at the centre- -just enough space for the license plate. A large V formed the hood ornament with typical Monarch symbols in it.

Side trim was little changed from 1955. The deck lid had a large V with long wings running out on each side from its tips. Keeping up in the horsepower race, the Mercury engine was enlarged to 312 cubic inches. Power ratings were 210 in the Custom, 215 in the Lucerne and Richelieu, but 225 in any model with automatic transmission.

Radical new styling came for 1957. Monarch's new grille was like Mercury's but flat with thin horizontal bars and a V in the centre. All Monarchs had single headlights. Dual Headlights were not available on Canadian-made Monarchs, or Mercury's.

The deck lid had a new variation of the gullwing handle with a crown above it.

Otherwise Monarchs showed virtually no difference from Mercury, with one exception. Monarch was spelled in block letters across the front of the hood and in the cove along the rear fenders.

The Custom series was history now, but there were still three lines offered. The new Turnpike Cruiser was now the top line Monarch. There were Lucerne and Richelieu 4-door sedans, and a Lucerne convertible. All the rest of the nine models offered were 2- and 4-door hardtops. Like Mercury, hardtops were now called Phaetons. But unlike Mercury, there were no Monarch station wagons built.

The 312 V-8 engine, with boost to 255 hp, drove all 1957 Monarchs. However, a 368-cid 290 hp V-8 was a Turnpike Cruiser option.

Ford dealers for 1958 sold the Edsel. Since it was in the Monarch price range, Monarch joined the list of "has beens" like Packard was about to. So, there was no 1958 Monarch. Because Edsel fell so short of expectations, Ford of Canada revived the Monarch for 1959.

The new Monarch was sometimes known as the Monarch II, the name which appeared on the top grille border. It continued to use the Mercury body with a different grille. Its 1959 grille was quite unusual. A chrome strap crossed the wide opening. Fastened to the back of this strap was a set of seven rectangular plates. The middle one was longer than the others--simple, yet very different. Small crowns were mounted upright on the front fenders.

There was no longer a Turnpike Cruiser; the Sceptre was the new top series. It stretching 223 inches from bumper to bumper on a 128-inch wheelbase, so it was the biggest Monarch ever. Likewise, its 430 cid 345 hp motor was Monarch's biggest and most potent.

The restyled 1960 Monarch was not quite so extreme. Its grille had another innovative design. With a convex front, it consisted of four stacks of thin rectangles. Inside each rectangle were two slim strips end to end. A long thin black Monarch nameplate was located on a bulge across the front of the hood.

Side decor duplicated Mercury in most details, and the trunk had a gold crown. The biggest difference at the back was the tail lights. Instead of Mercury's single red lens in the bumper mounted tail-lights, Monarch used three separate small round lenses. The two upper ones were red, but the bottom one was a backup light.

For 1961, Monarch was downsized like Mercury. The body, almost six inches shorter than before, was not too different from Ford's. Of course, with the new body came new styling.

A large gold crown occupied the centre of the new grille. On each side of it, was a panel of thin vertical bars slanting toward either side.

Double chrome bars along the rear half of the Monarch came to a point at the leading end. This rocket shaped area was often painted a contrasting colour.

Monarch's model lineup was downsized too. Only the Richelieu survived, and it had just a 4-door sedan and 2- and 4-door hardtops.

The 1961 models were about 500 pounds lighter than the previous Sceptre, so a smaller engine was suitable. It was a 352 -cid V-8 rated at 220 hp, although a 300-hp 390 was optional.

That was the last Monarch--for the second time! This time it really was the end. But because the Edsel was gone, Ford's top-line models were creeping into Monarch size and price area. There simply was little any need for another car such as Monarch.

The Mercury Monarch of 1975-80 was a compact car, totally unrelated to any of the over 95,000 Canadian-made Monarchs. cars have ever been introduced with as much hype and excitement as the Edsel. It brought in huge crowds to kick its tires, but failed to find many buyers.

Ford of Canada made a wise decision by having existing Ford dealers handle the Edsel. In hindsight, it was much better than setting up an entirely new dealer network as was done stateside.

Edsels were built at Ford's Oakville assembly plant, along with Fords, Meteors, Mercurys, and Monarchs. That broad a mix must have caused some production headaches, but they were lessened some by the limited number of Edsel models. Just the smaller and lower priced Ranger and Pacer sedans and hardtops were made here. Convertibles, station wagons, and the larger luxury Corsair and Citation models had to be imported from the U.S.

Some economies of production were achieved by cutting down on the colours of some components. For instance, steering wheels and columns were white on all Canadian-built Edsels.

For 1959, Ranger and Corsair sedans and hardtops continued to be built here. At the end of that model run Edsel production ended in Canada. A very few 1960 Edsels were imported. Even the 1960 Edsel catalogs were imported rather than printed here.

In the preceding section, it was explained that the Monarch, omitted for 1958, was brought back for 1959. Its sales that year were double those of the Edsel, confirming that Ford of Canada had been travelling down the right road.

Frontenac was a Governor of New France in the latter 17th century. His name was used on a Canadian car built by Durant in 1931. When Ford of Canada introduced a compact car for 1960, it seemed strange that they chose a name used by another company. But after 29 years, only the oldest of car trivia fanatics would remember.

The Ford Motor Company of Canada, Limited was keeping quite a level playing field for its two dealer chains. For just about every model the Ford branch sold, the Mercury-Meteor branch had a comparable model to sell.

So when the compact 1960 Falcon appeared in Ford showrooms across Canada, Mercury dealers displayed the Frontenac. It was their compact car, and an alternative for the buying public. The Frontenac was a make in its own right--not a Mercury, not a Meteor. It was a Frontenac.

Its grille had two sections with many vertical bars. Each was rocket shaped and pointed to the centre. At the centre was a chrome disc with a red maple leaf on it. This plate was attached to grillwork by a long horizontal bar on each side.

A chrome dart on front fender also had a red maple leaf. Three chrome windsplits, one over the other, were near the end of the rear fender.

The chrome lock and handle on the trunk also included a red maple leaf. An interesting variation from Falcon's tail-lights used a small red lens. Though much smaller than Falcon's lights, it appeared to be just as large when illuminated. A wide multi- bevelled rim reflected the light from the protruding lens.

At first only 2- and 4-door sedans were available, but later 2- and 4-door station wagons were offered. Like Falcon, there was only one line, but DeLuxe trim was optional.

Frontenac was mechanically the same as Falcon. Of course that included the 90 hp 144 cid 6-cylinder engine.

This Canadian variation was a big hit with buyers clamouring for a compact car. Over 8400 were sold during calendar 1960. That put it ahead of Valiant and Corvair. Ford of Canada's combined Falcon and Frontenac sales accounted for 5.23% of the total 1960 new car market.

Despite is popularity, Frontenac lasted only one year. For 1961, Mercury dealers got the Comet to sell. American Mercury dealers had it part way through the 1960 season, but in Canada Comet production did not begin until the 1961 model year.

The sudden and late decision by Ford United States to stop making the Mercury Meteor left Ford of Canada in a dilemma. Some quotes from the PRODUCT IMAGE AND STRATEGY document from Ford of Canada's Product Planning Office sheds some light on how the Canadian company responded to this predicament.

"The Meteor's principal competition is the Pontiac, the industry leader. . . .The Canadian Pontiac has the U.S. Pontiac Catalina body shell with a Chevrolet chassis and driveline including 230 CID six cylinder engine."

Consequently, Ford of Canada devised a new model to meet its competition. This document goes on to describe that car. "A last minute decision to cancel the U.S. Meteor at the end of the 1963 model run required a stop-gap redesignation of two series of the Mercury shell as Meteors. These cars differed from the Mercury in that they had Ford car instrument panels, Ford interior trims, slightly less exterior ornamentation and a base six cylinder. The low series Meteor was priced $50 wholesale delivery over the base Ford."

So, Meteor re-emerged at the beginning of the 1964 model year, very different from the earlier Ford-based Meteors, and the mid- size 1962-63 Mercury Meteors. Now it was a version of Mercury instead of Ford. As such, it was a foot longer, eight inches wider and an inch higher than the 1963 model.

This Meteor was in almost the same position as the Monarch had been, but with three important differences. 1) The revived Meteor was aimed at the low end of the Mercury class, instead of the upper end of the Ford class. 2) Meteor had been an extremely popular car, so its name was better known and accepted. 3) Meteor was a Mercury dealers' product, while Monarch was sold at Ford agencies.

Because the re-introduction of Meteor was such a quick decision, there was no time to tool up for it. Therefore, the 1964 Meteor looked identical to the 1964 Mercury. The Meteor name badges and Ford interior were the only visible differences from Mercury. Under the hood, however, the base engine was Ford's 223 cid 138 hp six, but Mercury's base V-8, 352 cid 220 hp, was optional.

Two- and 4-door sedans, and 6- and 9-passenger station wagons were offered in base and Custom series. Price of the base 4-door sedan was $2861. That placed it $690 under the lowest priced Mercury sedan, and the price as the Ford Custom 500 2-door sedan. The Meteor sedan under priced Pontiac's lowest priced full-size 4- door sedan by $46.

Calendar 1964 Meteor sales topped 25,100 units. That earned it 8th place in the sales when the full-size Mercury reached only 17th place. Here was another case of Ford of Canada's mutation achieving greater success than the model from which it evolved.

Meteor's 1965 sales were even more successful when registrations totalled over 33,500. Now it had gained back its habitual fourth place standing of its former Ford-based days.

One reason for its 1965 success was some distinctiveness. The document, mentioned earlier, outlines some of Meteor's differences. "For 1965 and 1966, Meteor differences from Mercury have been expanded to include--

• Ford sedan roofs instead of Mercury reverse backlites.




• Unique grille.
• Unique appearing taillights and bumper.
• Unique side ornamentation.
• Ford instrument panel.
• Ford soft trims.
• 240 cid 6 cylinder engine."

Meteor's 1965 grille, it was the same as on Mercury's full side models (which echoed Lincoln's 1965 grille). Meteor's difference was in the centre third where all the bars were thin and horizontal. M-E-T-E-O-R was spelled out in a gap across the middle.

Meteor decorations replaced Mercury's on the front fenders. Also, the appropriate model name in chrome script appeared on the front fenders. The underlined Meteor name identified this car on the deck lid.

Regarding model names, Meteor revived its previous nomenclature. There were now three series. Rideau, Rideau 500 and Montcalm offered a total of 10 models.

For 1966, there were 14 models. A new 10-passenger station was added to the two upper series. These wagons had the dual-facing rear seats. The Montcalm series expanded to include a new Montcalm S-33 2-door hardtop and convertible. They had V-8 power only.

Stylewise, the 1966 Meteor had a flat, full-width grille of fine squares. In a gap across the middle, the Meteor name was spelled out. The Montcalm had its name on the lower right corner of the deck lid, and added ten vertical chrome pieces on the panel below the lid.

The six was still the base engine but the base V-8 was a 289 cid 200 hp motor.

Sales of over 31,100 Meteors during calendar 1966 marked the peak of the Mercury-based model's popularity. Although the 1967's had new body, there was a sales decline which continued in succeeding years.

A horizontally split grille had become Meteor's trademark. There were thin horizontal bars above and below the gap, with a few vertical bars. But the Meteor name now appeared in chrome script on the hood over the driver's side headlights.

An additional luxury hardtop and convertible topped the 1967 lineup. Above the S-33 was the Montego. The Dearborn boys must have loved the Montego name, because that was what most of Mercury's mid-size models were called for 1968. So, Meteor rechristened its top pair Lemoyne.

Styling for 1968 featured a deeply contoured grille made up of thin rectangles within heavier horizontal and vertical bars.

Base engine in most series continued to be the 150 hp 240 cid six. It also became the base engine in the S-33, but not offered in the Lemoyne. The standard V-8 grew to 302 cubic inches and developed 210 hp.

Three optional V-8's included a 390 in 315 or 320hp versions, and a 428 worth 345 hp. For 1969, the 390 was good for only 265 hp due to emission reduction stuff. A 429 replaced the 428, and it produced 320 or 360 hp.

The redesigned 1969 full-size Mercury came in two distinct styles, Monterey and Marquis. The Mercury Monterey was not available in Canada as such. Instead, it was expanded to 15 Meteor models and bore essentially the same styling as the American Monterey, which was different from the Marquis. This new design policy for Meteor continued through 1976.

The 6-cylinder disappeared at the end of the 1969 season. So, the 1970 Rideau and Rideau 500 base engine became the 220 hp 302 V- 8. For the rest of the Meteors, the 250 hp 351 was standard.

For 1971, the same was true. However, there was a reduction in the model range. There were no S-33 and Lemoyne series. That meant Meteor's last convertible was built in 1970.

For 1972, there were only eight models, but standard power in all of them was the 351. It got replaced in the 1973 station wagons by a 260 hp 400 cid motor.

A further model reduction saw the Rideau omitted from the 1973 lineup. Now, Rideau 500 and Montcalm were the only lines left. The same models and engines returned for 1974.

Despite the disappearance of the American Monterey at the end of the 1974 model run, Meteor remained. Though sales were down to around 10,560, Ford of Canada felt it was sufficient to keep Meteor alive.

So, the 1975 model appeared with a redesigned grille. There were three stacked rectangles on each side, and each was filled with small squares.

As before, there were six models. The 4-door pillared hardtop (really a sedan), 2-door hardtop, and 6-passenger station wagon came in Rideau 500 and Montcalm editions.

There was virtually no change for 1976. In fact, some 1975 pictures were used in the 1976 sales catalog.

That was the end of Meteor as separate make. The name continued as an entry-level series of the full-size Mercury known as the Marquis Meteor.

They could be identified by the Meteor name on the deck lid. Mechanically, these models used the 351 engine, while the standard Marquis used the 400 cid V-8.

A 4-door sedan and 2-door hardtop were the only models built. Priced at $5672 and $5669, respectively, they were about $200 to $225 less than the regular Marquis prices.

Besides the addition of a station wagon in the 1978 lineup, the Marquis Meteor continued with no significant change through 1979.

Downsizing made the 1980 Marquis nearly a foot and half shorter. The Meteor version came in the smaller size, which also meant that the engine was smaller. The 302 was back as the standard power source. There was little change for the 1981 Marquis Meteor. Alas, that was the final Meteor. But there was an irony about the 1980 and 1981 Canada-only Meteors. They were all built in Ford's St. Louis, Missouri plant. Of course, every one of them was shipped to Canada.

That ends the long story of approximately 620,000 Meteors-- Ford of Canada's unique car Canadians flocked to Mercury dealers to buy.

The Ford-based Meteor was heralded by the Mercury 114. Likewise, a low cost Mercury model preceded the Mercury-based Meteor. For 1963, Ford of Canada made available the Mercury 400.

This Canadian-only, entry-level, full-size Mercury looked like a stripped Monterey. There were no Monterey nameplates on the car, nor was there any 400 ID's.

As in the Canadian Monterey, the base engine was Ford's 223 cid 138 hp, and Ford's 352 cid 220 hp was the standard V-8. Three optional V-8's ranged from 300 to 405 hp.

Base prices were $2929 for the 2-door sedan and the 4-door was $2991--the only body types built. Those prices were almost $200 less than comparable Montereys, and less the $300 over comparable Ford Custom 300 models.

Despite very low-key promotion, total production amounted to over 6800.

Eleven years later, Ford of Canada introduced a much more popular Mercury model. It was a mini Merc, based on the little Ford Pinto and called the Bobcat. This gave Mercury dealers across Canada entrance into the growing subcompact market.

The Bobcat first appeared as a 1974 model--one year before our American cousins could buy it. In its initial form, the Pinto body had a broad bright grille with small squares. Rectangular parking lights were located in each end of the grille. Above the grille was the Mercury name spelled in block letters.

The name also appeared across the back. Tail-lights were something like Pinto's but double length.

Bobcat's motors were the same as Pinto's. A 122-cid 80 hp four was standard, and 136 cid option provided 88 hp.

Also like Pinto, the Bobcat came in three body styles: 2-door sedan, 3-door hatchback, and 2-door station wagon. A Villager option for the wagon added simulated woodgraining on the sides and back.

The Bobcat's price range was $2874 to $3157, which was about $200 more than Pinto.

Practically 10,000 Mercury Bobcats were sold in calendar 1974. That was about half the number of Pintos sold, which was quite good considering the Pinto was already well known and firmly established in the marketplace.

Despite its popularity, Ford of Canada handed Bobcat production over to its American parent. Their first Bobcat--the 1975 model--had a different frontal appearance, which bore some resemblance to other Mercury models. It was imported by Ford of Canada, under terms of the Canada-U.S. Auto Pact.

However, Canadians were not so fond of the American Bobcat. Sales tumbled 30% in 1975.

Despite the one-year life of the 1974 Canadian Bobcat, it did not die immediately. The 1976 Pinto copied its front end styling.

Some Grand Marquis were made in Mexico from 1991 to 1995. Otherwise, Ford of Canada has produced all Mercury Grand Marquis in its St. Thomas Assembly Plant since 1984.

Generally, Fords built in Canada mirrored their American counterparts. At times, a body type may have been omitted from Canadian production, but still offered in limited numbers as an import.

However, there was one was one leading deviation by postwar Canadian Fords from the U.S. pattern. That concerned all the 1954 Fords. It was for that year that Ford United States discarded the old flat-head V-8 to introduce the new more powerful ohv V-8.

Ford of Canada did not offer the new engine until the 1955 models. So, the 1954 Canadian built Fords retained the old flat- head V-8. For 1952 and 1953, all Ford used the 239 cid 110 hp engine.

However, the 1954 Customline and Crestline series got the larger 255 cid version, rated at 120 hp. That was the engine the two upper lines of Meteor had used.

When the new V-8 came to Canadian Fords, it was the 272 cid engine rated at 162 hp. No power-pack or other engine options were available.

Finally, after a 15-year delay, the 6-cylinder motor was available as a delete option in the early spring of 1956.

In any 1957 Fords which did not have the six, the new V-8 appeared. It displaced 272 cubic inches like the American made Fords. However, the power rating was only a 190 hp in Canada, but 205 in the U.S.

In subsequent years, engines in Canadian Fords were similar to American models. Some power ratings may have differed, and some optional engines may not have been obtainable in Canada.

After, the Canada-U.S. Auto Pact came into effect in 1965, a greater quantity of the models not made in Canada were imported duty-free from the States. The Mustang and Thunderbird are two examples. Of interest is the fact that many Mustangs and Thunderbirds destined for Canada had Canadian-made engines installed.

On very rare occasions, dealers would concoct a variation from the normal production model. In 1968 and 1969, at least one Ford dealer sold a special Custom 2-door sedan model. It featured a vinyl-covered roof, and the LTD front end with hidden headlights. This was an unusual combination of prestige in the very bottom end of the full-size Ford range.

Ford's St. Thomas Assembly Plant has been the sole source of Crown Victorias beginning with the 1984 models. Likewise, Ford's Oakville Plant has produced all Windstar vans since the 1994 models.

Ford of Canada began building trucks during the Model T years. As in the U.S., they were known as Model TT's. One major departure from the American trucks came in 1928--during the Model AA era. In order to adequately haul heavier loads, Ford of Canada began building trucks with dual-wheel rear axles. These were dubbed Model AAC ("C" for Canada). It was not until 1930 that Ford United States built dual-wheel trucks.

Many Canadian-made Ford trucks were built stronger than their American counterparts. Consequently, many Canadian Ford trucks had higher ratings that those in the States. Ton and a half Ford trucks saw use in Canada while 1-ton was the U.S. rating. Even 3-ton Canadian models preceded such American models.

During World War II, Ford of Canada produced some 335,000 vehicles for defence. Some were cars, station wagons and trucks similar to civilian models.

Ford built a large number of trucks known as CMP's (Canadian Military Pattern). Bodies conformed to a military design, but used Ford running gear. (General Motors also built CMP's, using Chevrolet power train.)

Ford of Canada also produced military vehicles known as Universal Carriers.

Even after the war, Ford of Canada filled a large order of military Jeeps. Production took place in late 1951 through 1955. Built under license from Willys, they were known as M-38 Ford trucks. During 1952, a total of 2438 were made.

In 1953 Willys-Overland was purchased by Kaiser. Also that year some styling changes were made. The new Jeeps looked a bit more rounded, and the model designation was changed to M-38-A1. Of interest in those pre Auto Pact days was the fact that these postwar Canadian-made Jeep were shipped to the United States, for the American military forces.

Right after World War II, when Ford of Canada setup the Ford/Monarch and Mercury/Lincoln dealership networks, a new truck line was established. All Mercury dealers had Mercury trucks to sell.

After the wartime shortage of chrome, and the painted grilles on the Ford trucks, the new Mercury trucks were spectacular. Their grilles had six broad horizontal chrome bars, a large chrome cap at the tops of the grille, a broad chrome enhancement along the middle of the hood, and chrome headlight and parking light rims.

There was chrome trim on the vents on the sides of the hood. This included the Mercury name and model number. For every truck model Ford of Canada offered, there was a Mercury model to match. They ranged from pickups, with the Mercury name embossed on the tailgate, to panel trucks, and large cab and chassis models. Sizes covered the whole spectrum from half-ton to 2-ton ratings or higher. Mechanically, both were identical.

At first, two Mercury trucks were sold for every five Fords sold. During 1947, though, the ratio climbed to two Mercurys for every three Fords.

Postwar styling first appeared on trucks before cars at Ford. So, for 1948, Mercury trucks donned the new Ford suit, but the difference between the two brands was not quite so evident.

Instead of Ford's five flat grille bars, Mercury used four louvre-shaped grille bars, each having a thin red paint line near the bottom edge. On the bigger Ford models, the grille was a bit broader. Mercury used the same size grille on all models, but on the bigger ones a little vertical strip of chrome was placed each side of the grille to help fill the extra space.

Above the grille, the Mercury name on long plate replaced the chrome letters on Ford trucks. Mercury also had a chrome plate between the air intakes on the front of the hood. On this plate was a red drawing of the god Mercury's head.

Since Ford's parking lights were integrated in the outer ends of the top bar, this was impractical on the Mercury. So, Rectangular parking lights were mounted on the front of the fenders. They were just below the chrome strip along the front fenders, which Ford did not have.

Again all Ford of Canada models were available in both Ford and Mercury makes. New model designations were F-1, F-2, etc. up to F-6. Mercury models were M-1, M-2 and up.

From the 1951 models on, Mercury trucks appear almost identical to Fords, except where the Mercury name appeared. Some specialty models were imported from the U.S. such as the 1955 Parcel Delivery. They were imported without and name, and the Mercury was added in this side of the border. This model came with Ford's 6-cylinder engine a model year before 6-cylinder power was offered in any Ford of Canada built vehicles.

When the 1961 compact Econoline trucks went into production, Ford of Canada made Mercury versions of them.

The last Mercury truck was built in 1968. After that, Mercury dealers sold the same Ford trucks the Ford dealers sold.

Ford introduced its new all-steel station wagon for 1952. It was called the Ranch Wagon, and there was a similar Ranch Wagon in the Meteor lineup. Ford had a sedan delivery based on the Ranch Wagon body, so Meteor also offered a sed

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