Om Chevrolet

The 1946, 1947, and 1948 Chevrolet Stylemaster, Fleetmaster, and Fleetline were warmed-over versions of 1942 cars, but that hardly mattered to a car-hungry public.

After nearly four war years in which no civilian passenger cars had been produced, Detroit could have sold anything with wheels that went round and round. Chevrolet, along with most of its competitors, shrewdly elected to serve up existing models. After all, the paid-for factory tooling was already in place, and the demand for new cars was unprecedented.

The 1946 Chevrolet Fleetline and other models were basically prewar designs, but pent-up demand made them great sellers in the immediate postwar period. See more pictures of classic cars.

The 1946 Chevrolets began to roll off assembly lines on October 3, 1945, in minuscule numbers at first. There was a shortage of critical materials, notably sheet steel. Production had not yet resumed its normal pace when a United Auto Works strike was called on November 21. Assembly lines ground to a halt. Not until March 13, 1946, was the strike settled. Sixteen days later, Chevrolet became the first GM division to resume production.

There were new model names for 1946. The Master DeLuxe had become the Stylemaster, while the Special DeLuxe was renamed the Fleetmaster. The Fleetline continued as a Fleetmaster subseries. Body types were the same as before, except that there was no business coupe in the Fleetmaster series.

Apart from a new grille, the 1946 Chevrolet was virtually identical in appearance to the final prewar series, and there were no significant mechanical distinctions.

Grille and beltline moldings were further changed for 1947, by which time the Fleetline Aerosedan was once again Chevy's volume leader, taking over from the 1946 Stylemaster Sport Sedan.

Minor modifications in trim were made for 1948, but sustained demand made substantial changes unnecessary. Not until the 1949 models appeared, in January of that year, would there be a "true" postwar Chevrolet.

This 1947 "woodie" Fleetmaster wagon blended steel and real wood body panels

1946, 1947, and 1948 Chevrolet Stylemaster, Fleetmaster, and Fleetline Facts

Model	Weight range (lbs.)	Price range (new)	Number built
1946 Stylemaster	3,105-3,175	$1,098-$1,205	169,963
1946 Fleetmaster	3,145-3,465	$1,212-$1,712	162,632
1946 Fleetline	3,165-3,240	$1,249-$1,309	65,433
1947 Stylemaster	3,050-3,130	$1,160-$1,276	193,021
1947 Fleetmaster	3,090-3,465	$1,281-$1,893	264,584
1947 Fleetline	3,125-3,150	$1,313-$1,371	213,938
1948 Stylemaster	3,020-3,115	$1,244-$1,371	171,593
1948 Fleetmaster	3,050-3,430	$1,381-$2,013	248,778
1948 Fleetline	3,100-3,150	$1,434-$1,492	276,078

Bel Air First generation (1950–1954)

First generation

1950 Chevrolet Deluxe Styleline Bel Air Hardtop
Production	1949-1954
Model year(s)	1950-1954
Body style(s)	2-door hardtop 2-door Sedan (1953-54) 4-door Sedan (1953-54) 2-door convertible (1953-54) 4-door Station wagon (1953-54)
Engine(s)	215.5 cu in (3.5 L) I6 235.5 cu in (3.9 L) Blue Flame I6
Transmission(s)	3-speed manual 2-speed Powerglide auto.

In 1950, Chevrolet came up with a revolutionary style that would set a pattern for decades. The Bel Air Hardtop was styled as a convertible with a non-detachable solid roof. Models like this had been around since the 1920s, including early Chevrolets, with no degree of success. But the newly revised idea, sweeping the GM line from Chevrolet to Cadillac, had finally found its era. First year production reached only 76,662 as buyers cautiously tested the revised concept. The car cost $1,741 and weighed 3,225 lb (1,463 kg).^[1]

In 1953 Chevrolet renamed its series and the Bel Air name was applied to the premium model range. Two lower series, the 150 and 210, also emerged. The 1953 Chevrolet was advertised as "Entirely new through and through," due to the restyled body panels, front and rear ends. However, essentially these Chevrolets had the same frame and mechanicals as the 1949-52 cars. The Bel Air series featured a wide chrome strip of molding from the rear fender bulge, to the rear bumper. The inside of this stripe was painted a coordinating color with the outside body color, and "Bel Air" scripts were added inside the strip. Lesser models had no model designation anywhere on the car, only having a Chevy crest on the hood and trunk. Bel Air interiors had a massive expanse of chrome across the lower part of the dashboard, along with a de luxe Bel Air steering wheel with full chrome horn ring. Carpeting and full wheel covers rounded out Bel Air standard equipment. For 1954, the Bel Air stayed essentially the same, except for a revised grille and taillights. During these years, there were two engine choices, depending on the transmission ordered. Both engines were "Blue Flame" inline six cylinder OHV engines, featuring hydraulic valve lifters and aluminum pistons. The 115 hp (86 kW) engine was standard on stickshift models, with solid lifters and splash plus pressure lubrication. Powerglide cars got a 125 hp (93 kW) version which had hydraulic lifters and full pressure lubrication. In 1953-54, Bel Airs could be ordered in convertible, hardtop coupe, 2- and 4-door sedans, and, for 1954, the Beauville station wagon which featured woodgrain trim around the side windows. Power steering was optional for 1953; 1954 added power brakes, power seat positioner and power front windows. 1954 cars with stick shift used the 1953 Powerglide engine.

Källa: Wikipedia November 2010.