Mechanically 1950 was a big year for Chevy with the introduction of the Powerglide automatic transmission. Because of the resulting power loss (trans slip) Chevy opted to makeup this loss by coupling the Powerglide to the new 235 (hydraulic lifter) six-cylinder. (Engine serial number, 1941-53, is located on the right side of the engine on a boss just to the rear of the ignition distributor for 216 and 235-inch inline six-cylinder engines.) The coil front and parallel leaf rear suspension were also much ballyhooed as the reason the new Chevy exhibited a smooth ride.
In 1951 there were exterior changes but big news was the all-new dashboard, which featured two gauge pods; one carried the speedometer while the second housed the fuel, oil pressure, temperature, and ammeter gauges.
However, the Fleetline models didn't fare well with the buying public. Apparently the fastback styling, while looking good, made for difficulties when trying to see out of the back when driving. During '51 both the Fleetline Special two-door and four-door models were discontinued. The Fleetline Deluxe four-door was next to be axed leaving only the Fleetline Deluxe two-door would be left. The best selling Chevy in '51 was the Styleline Deluxe four-door sedan, while the Bel Air outsold (103,356) all three of the lesser costing coupes.
Mechanically the 216.5 six cylinder (92hp) was mated to the three-speed manual tranny, while the larger 235 six (105hp) was reserved for the Powerglide.
The year 1952 proved to be bittersweet for Chevy both from a styling and production viewpoint. Material shortages were still the norm resulting from the Korean War making production still an issue. Yet, a new two-tone color, Bittersweet, that many to this day are reminded of a creamsicle ice cream made its debut and "brightened" up the Chevy lineup.
The buying public presence had begun to be felt as the Special trim package was now available only to the Styleline models. The Fleetline, too, fell on hard times and only the Deluxe four-door sedan made it to '52. The fastback design, which dominated the marketplace after the War, by now had fallen out of favor with the public and the traditional notchback was back in vogue.
The materials shortage manifested itself in two highly visible areas; whitewall tires and chromed trim. The Korean War gobbled up lots of rubber and with this the whitewall tire was a consumer victim in '52--blackwalls were the tire of the day.
Next up was the lack of chrome (according to John Robertson in his book on the history of the 1940-1954 Chevrolet he uses the term "Korean Chrome"--something ye ol' editor hadn't heard to date. Again, because of resources needed for the war Detroit came up with a chrome process that featured the elimination of nickel; chrome was applied over the copper. The resulting "chrome" was less durable and had a yellowish tint to it. To this there was a clearcoat but it, too, wasn't durable. (The one exception was the bumpers as they were handled via the traditional process.)
The year 1953 was important to Chevrolet with the debuting of new sheetmetal; the 150 and 210 models were making some noise and we can't forget the birth of America's sport cars--the Corvette.
Mechanically, under the hood equipment was a 235 cubic inch inline six-cylinder babbit (bearing material) equipped that now used full pressure oiling to the rods. (All engines by '54 had this feature.) The Powerglide, which was a hit, was equipped with an automatic low gear which in past years was driver selected. The Powerglide was now a true automatic transmission as it shifted "automatically" from low into drive at the appropriate time. The Powerglide equipped cars used a 115 horsepower, while the manual transmission cars were 108hp 235 sixes. Did we mention power steering was now on the menu as an option in the full-size Chevys?