Mercury was in the same boat as all the other U.S. automakers at the close of World War II. They were able to restart car production but would have to make do with warmed-over pre-war products for the first couple of years. Two versions of the Mercury Eight 2-door sedan were offered, with the “barrel-back” design applied to this Mercury coupe. This vehicle may not have been running for a while, so the seller recently put it in “non-op” status with the California DMV. It’s available here on eBay for $7,500 (Buy It Now). Our gratitude is extended to T.J. for this nifty tip!
These cars were slightly more opulent and larger than their Ford counterparts but sold in smaller numbers as was always typical in the Mercury vs. Ford dynamic. When Detroit got back to building cars in 1946, they were essentially the same machines peddled in 1942, with minor changes like grilles. At the heart of the Eight was the 239 cubic inch “Flathead” V8 which produced 100 hp with a “3-on-the-tree” manual transmission. About 24,000 copies of this coupe were produced, but it’s not clear of any distinction from the true sedans or the “barrel-backs” like this one.
Few details are provided about this Merc. The title is clear, and the engine will turn by hand, but won’t respond otherwise. The seller says the vehicle is original, which includes sheet metal (and any rust), dark blue paint, and interior. But all of it is well-worn and crying out for a restoration. The odometer reading is 84,000 miles indicating the machine was well-experienced before being put out to pasture. If you were to bring it home, would you go back to ’46 standards or opt for a restomod using modern technology where it counts?
Rust repair, paint. Leave it looking stock. Tasteful interior in medium gray. Upgrade the suspension, brakes, electrical and tires/wheels (nothing bigger than 15’s or 16’s). Either rebuild or find a nice flattie or go fairly modern with a 302/351 and C4 auto (please no LS or 350/350 combo, we don’t need another bellybutton). Drive it, show it, be proud of it.
I drove a 1946 Ford Super DeLuxe Tudor (two door sedan, which this Mercury also is, not a coupe) over many years. If you follow Henry’s instructions in the owner’s manual, these cars will serve you close to for ever. Mine was lost in a head-on crash from a young unlicensed driver suddenly crossing into my lane. I was able to walk away, uninjured, but alas for the Ford! The Mercury was a bit nicer, and more unusual to see, but was essentially the same car, only a bit longer and heavier with the same powerplant. At 100 h.p., that 239 V-8 flathead was steady, very quiet with no vibration, through not exactly spritely — and Columbia Overdrive allowed it to run for hours in the Interstate. I imagine that the Mercury, given the greater weight, had slightly less “pep”. The dashboards were basically the same, and the two cars had the same “long distance” (it sure was!!!) radio. The Merc. had certain refinements; for instance, that large clock on the passenger’s side. Mechanically, the two were the same (if the Ford had the Borg movement, that is, the same one used by Buick and Packard: Ford also had a New Haven clock movement which was junky — mine had the Borg). But here was the difference with the Mercury (besides the colour and style of the face): the Mercury had small fiber spacers between the clock movement and its frame, then another set of those spacers between the clock and the steel dashboard. The result was, in the Mercury, you had to LISTEN for the ticking of the clock, because it was so well damped. The Ford, on the other hand, had the movement directly mounted to the frame, and the frame mounted directly to the steel dashboard. So, a skittish passenger might think you had a time-bomb in the car!. Even while driving, the ticking of the clock was like an ancient Westclox Big Ben — obvious in the Ford. I rather enjoyed it, actually — particularly the “What’s that ticking?” apprehensiveness of some who rode in it. As for what to do with this Mercury; if I had fabulous funds, and it were not too far gone, I would have it restored to absolute stock, and reliable to drive in every way — even the clock. The difficulty is, even in A-1 show condition, these cars are worth but a fraction of what it costs to bring one back from this condition to top grade. So, my fear is, this one will serve as a parts-donor for a wooden station wagon or convertible — or else be made into a street rod with modern suspension and drive-train. So few entirely stock sedans still are around, especially the 1946, far lees often seen than the ’47-’48, that this one deserves the treatment which economics of the hobby would forbid. I prefer the models which most Americans drove at the time, to the coupes, wooden convertibles and station wagons which most collectors seem to prize.
I drove a 1946 Ford Super DeLuxe Tudor (two door sedan, which this Mercury also is, not a coupe) over many years. If you follow Henry’s instructions in the owner’s manual, these cars will serve you close to for ever. Mine was lost in a head-on crash from a young unlicensed driver suddenly crossing into my lane. I was able to walk away, uninjured, but alas for the Ford! The Mercury was a bit nicer, and more unusual to see, but was essentially the same car, only a bit longer and heavier with the same powerplant. At 100 h.p., that 239 V-8 flathead was steady, very quiet with no vibration, through not exactly spritely — and Columbia Overdrive allowed it to run for hours in the Interstate. I imagine that the Mercury, given the greater weight, had slightly less “pep”. The dashboards were basically the same, and the two cars had the same “long distance” (it sure was!!!) radio. The Merc. had certain refinements; for instance, that large clock on the passenger’s side. Mechanically, the two were the same (if the Ford had the Borg movement, that is, the same one used by Buick and Packard: Ford also had a New Haven clock movement which was junky — mine had the Borg). But here was the difference with the Mercury (besides the colour and style of the face): the Mercury had small fiber spacers between the clock movement and its frame, then another set of like spacers between the clock and the steel dashboard. The result was, in the Mercury, you had to LISTEN for the ticking of the clock, because it was so well damped. The Ford, on the other hand, had the movement directly mounted to the frame, and the frame mounted directly to the steel dashboard. So, a skittish passenger might think you had a time-bomb in the car!. Even while driving, the ticking of the clock was like an ancient Westclox Big Ben — obvious in the Ford. I rather enjoyed it, actually — particularly the “What’s that ticking?” apprehensiveness of some who rode in it. As for what to do with this Mercury; if I had fabulous funds, and it were not too far gone, I would have it restored to absolute stock, and reliable to drive in every way — even the clock. The difficulty is, even in A-1 show condition, these cars are worth but a fraction of what it costs to bring one back from this state to top grade. So, my fear is, this one will serve as a parts-donor for a wooden station wagon or convertible — or else be made into a street rod with modern suspension and drive-train. So few entirely stock sedans still are around, especially the 1946, far less often seen than the ’47-’48, that this one deserves the treatment which economics of the hobby would forbid. I prefer the models which most Americans drove at the time, to the coupes, wooden convertibles and station wagons which most collectors seem to prize.
Leave it flathead powered, update the wheels, tires and brakes. Turn it into a mild street rod and enjoy it. These cars are easy to drive and easy to work on. Treat it respectfully and get the ownership experience that it has to give.
Mark, I disagree. If possible, leave it just as Ford built it in 1946, and bring it back just that way. The oversized brakes, new for 1946, are MORE than adequate! — I know — I drove the Ford version for years. The wheels and tyres are fine, too. Just know, if you happen to get a puncture, instead of realising that inconvenience a day or two later when you notice a “soft” tyre; you will hear “pssss-fssss-fssss-fssss-fssss…” as the “nailed” tyre goes completely flat withing two minutes. That’s why you carry a spare and a jack! At at your next opportunity, have the pierced Inner-tube patched and the sharp object pulled out of the tyre — all re-mounted, and you’re good to go! And these bias-ply tyres, mounted on this car with its buggy-spring suspension and king pins, are virtually IMPOSSIBLE to throw into a skid on slippery pavement! I would drive a ’46 Ford or Mercury on original equipment in a heart-beat! But, if HEAT for COMFORT matters to you, those hot-water heaters MIGHT partially thaw-out your TOES after about a half hour of running time — and you’d better keep that heavy overcoat ON! And watch that gasket surrounding the rear window: they like to shrink and leak. And those vacuum-operated little windshield-wipers are (shall we say) “charming”, when they stop entirely whilst driving up a long hill, then run at super-speed on the way down! You want that flat-head? Then be mindful of its tendency to over-heat at idle, despite two water-pumps and the HUGE radiator. And keep that oil can handy, to add just exactly one drop into the fitting on the generator every 800 miles. And in sultry weather, that fuel-pump on top of the engine tends to vapour-lock. When you drive a ’46, you go back to 1946! Happy motoring!
Harrison,
Great stories, great insight. In re to vacuum wipers, I checked my thesaurus, I did not find “charming” as a synonym for annoying.
been there, done that and would do it again…
Thank you, Michael!!! — me, too!! If this 1946 Mercury were all-original, well-preserved, unrestored, unmodified, still six volts, and roadworthy, and I had the money to buy it, I would do so in a flash! I’d give my 1988 Grand Marquis to my son, and joyfully drive the ’46!
It should remain a Flattie. But, if someone does do the street rod thing?Please, please, please! Make it all Blue Oval.
Harrison,
Thanks for sharing your memories. 👍
Prices for these are dropping, a very nice driver is $25-35K, this mess needs everything, crusty for a caly car, about $4k and you are guaranteed for a ton of unexpected surprises.
There was a beautifully restored 1946 Ford Tudor that sold this earlier this week for $8,500.00. If this genre of car interests you, be patient. There will likely be a lot nicer car coming up for sale for the money.
Thank you for your most kind words, Matthew Dyer! A beautifully restored 1946 Ford Tudor for $8,500?? Mine was appraised higher than that for collision insurance 40 years ago! It was a nice unrestored “survivor” with a still-like-new interior and nice original paint — but, this just goes to show you the falling interest in these cars. Sadly, many collectors now are too young to have ever seen one out in regular traffic, let alone having been on hand when they were new in the showroom, as I was. They prize the late 1960s muscle-cars they longed to own one day when they were little children: an old Ford flathead — unless it was one on the legendary models — is just a clumsy and impractical old car, to them. Those of us old enough to cherish these cars nostalgically, are dying-off or unloading most of their more optional possessions at this point, not collecting any more. It’s simply a case of a disappearing market, I reckon. After all, where on regular commercial radio-stations can you find the 1940s popular records which people like me remember so vividly? As Dick Van Dyke (now 98) said, as “Bert” in Mary Poppins, “A vanishin’ breed, that’s me!”
I inherited pops 46 Super Deluxe Convertible after he passed. He backed it in the garage in 1968 intending to restore it, which never happened. It had one repaint years before he parked it. Car has no rust, and in no way looks like those drug out of barns. Dad had all the chrome replated. Bought a new set of 600 x 16 wide white bias plies. He also bought a new top that he flopped on top of the original instead of leaving it in the box to develop wrinkles. He had the old wonder bar radio repaired as well. To the non car guy types, it looks like you could drop a battery in it, give it a tuneup, and be on the road. Far from it. By the time he passed it ro me I am too old to do a body off restoration, and I can’t afford to pay to have it restored, but, I do have a plan. Trans will need rebuilt. Engine should be good, but I plan to go through it and make sure. It will get a Pertronix upgrade for the distributor. I do plan on aluminum intake and heads, a three carb set of Stromberg 97’s headers running through dual exhaust and Smittys mufflers. If I can upgrade the water pumps and radiator I will. I plan to convert to 12 volt as well. New fuel lines, brakes and go through the suspension and steering too.drivetrain to remain as original, no suspension drop planned. I will have the interior done as original.That will cost a bunch. Replace the yellowed glass. I will paint it myself, I have done a few and I’m not half bad. I can’t afford the high price it would cost to have a pro do it.
If it runs, stops, steers safely and looks decent that will be good enough for me. I want to enjoy driving it, not show it. I always preferred the looks of the Fords over the Mercs. To my taste, Mercs were overdone on the trim, and the grill looks garish compared to a Ford. As far as I knew, most if not all the sheetmetal is interchangeable between the two brands with the big differences in the trim and interior appointments.
I don’t believe these cars have become less desirable at all. I think the older guys that wanted them as original are dieing off, but younger generations, specifically hot rodders prize them greatly to use as a platform for a project. So the popularity is as great as ever, it’s just they are prized for different reasons as in the case with all pre 1948 Ford vehicles. I suppose values likely have dropped on beautifly restored originals though as their originality holds no value to most rod guys.
To Herbert Holmberg: My years with the ’46 Tudor sedan never suffered from having six volts — even in below zero weather. And that radio and clock both need six volts, not twelve. The original distributer, mounted to the front of the engine, was easy to service, and the timing locked-in if you set the gaps on the sets of points right. Why all the extra carberation– for WHAT? The whole thing runs just fine as Ford built it. That radiator is HUGE already, so I am not sure how you would upgrade it. But I would go for a 6v. electric fuel pump to overcome hot weather vapourlock, and 6v. electric windshield wipers, as the vacuum-driven ones are a bit lame. And I would upgrade the HEATER! But, no need to hot-rod the engine — it’s fine in traffic, just as it is. If the car does not have Columbia Overdrive, then add that, so it will run happily all day on the Interstate. I have a bias, though: I never liked hot rods, and, having known these cars when they were new, I appreciate unmolested originals. I liked the Mercury, because you saw far fewer of them, and even because of the somewhat “fussier” trim. Most of the sheet metal is the same — but remember: the Mercury is three inches longer than the Ford (ahead of the cowl, I think). Anybody and everybody had these Fords in the late 1940s — they were all over the place!. But for about every ten Fords you saw, you ran across maybe one Mercury. Beginning in 1949, that would change: the Mercury cars showed-up almost as often as the Fords.