In the early 1950s, America became involved in the Korean conflict, and once again—just like in the middle of the previous decade—the national automotive industry had to deprioritize civilian production. Manufacturers faced the necessity of rushing minimally updated versions of previous-year models to market, making it challenging for most buyers to identify precisely what distinguished the new cars from earlier ones.
The car’s interior is leather, like a convertible; the trim is rather modest, without pretentious “prettiness”
The bronze Buick station wagon shown here can be precisely dated to 1952—you just need to know where to look. Indeed, it closely resembles its predecessor, but certain details allow these two cars to be distinguished without placing them side by side. Ignoring minor points like decorative “mouse holes” along the sides (four in a row—it’s a Roadmaster!) or modest little fins extending along the rear fenders towards the tail lights, it’s enough to observe the elegant flourish of the molding running boldly along the sides. If it barely reaches the rear wheel arch and turns back toward the front, as shown on these pages, we can confidently state this is a 1952 model. The previous model’s trim also extended as a thin line towards the rear, just above the rear wheel openings. All the space up to the front edge of the wheel opening was occupied by a solid triangular chrome panel, serving as a “stone guard” that traditionally (or perhaps out of inertia?) protected the lower part of the rear fenders.
From an engineering perspective, however, the car was far from an exact copy of the previous model. For instance, the fuel system received a new carburetor with four venturis—the first such system in the entire American automotive industry. The steering gear was now available with power assistance, offered as optional equipment rather than standard. This extra had to be specifically requested and came with an additional charge of $199. Prior to the 1952 model year, this option wasn’t available at all on Buick cars. Additionally, trunk capacity increased, requiring the trunk lid shape to become less sloping—or, more accurately, more “squared.” This detail isn’t visible in our illustrations: the impressive bronze-gold car shown has a station-wagon body. Notably, this wooden body wasn’t Buick’s own factory production but was manufactured by an external coachbuilder, Ionia Manufacturing, based in Ionia, Michigan.
The shiny decorative “fins” on the rear fenders are decorated with stylized Buick emblems
Originally a furniture manufacturer operating under a different name—Ypsilanti Reed Furniture Co.—this company expanded by acquiring several local enterprises, including one supplying detachable waterproof tops for open-bodied Ford Model T cars. Consequently, the company’s range expanded, eventually shifting entirely to automotive-related production, providing passenger car bodies, truck bodies, and truck cabs. They attempted collaboration with General Motors Corporation even before the war, at the very end of the 1930s, but secured their first substantial contract only in 1946—to supply complete wooden station-wagon bodies for Chevrolet and Pontiac. Shortly afterward, they also began producing similar bodies for Buick cars. Prior to 1948, another company, Hercules, provided Buick with such bodies. This new order was timely since starting from the 1949 models, both Pontiac and Chevrolet switched to all-metal station wagon bodies, potentially leaving Ionia craftsmen without GM contracts altogether.
The rear door, made of two halves that opened up and down, was a common practice at the time.
The vehicle in our illustrations is built on the chassis of Buick’s largest and most expensive 1952 model. It features an overhead-valve inline eight-cylinder Fireball engine, displacing 320 cubic inches, equipped with the aforementioned Airpower four-barrel carburetor, delivering 170 horsepower, and paired exclusively with Buick’s distinctive Dynaflow automatic transmission. The shown example is fitted with power-assisted steering and brakes, an integrated radio, and even air conditioning mounted beneath the dashboard. Only 359 units were produced in this configuration. Buick’s second station wagon, from the Super series, sold 1,641 units in 1952, although it had a shorter wheelbase, overall length, and lacked the new carburetor, resulting in lower engine power. Still, the body for the Super was also supplied by Ionia.
AInline eight-cylinder Fireball engine. The touching red plate on the block informs that “this engine is equipped with hydraulic valve lifters”
The nameplate leaves no doubt about the origin of the body
In 1953, Buick celebrated its 50th anniversary. As a “gift,” Buick cars received a new V8 engine instead of the inline engine (except for the Special series), as well as a particularly prestigious open-body Skylark version. Nevertheless, the station wagons retained their wooden structure. They abandoned it only the following year, finally adopting fully metal “station wagon” bodies. Interestingly, Ionia Manufacturing continued producing these new bodies for Buick cars until 1964.
Wooden bodies require very careful maintenance, otherwise they dry out and lose their luxurious appearance. This car was lucky: all three of its owners surrounded it with the closest attention and managed to keep it practically untouched.
Photo: Sean Dugan, www.hymanltd.com
This is a translation. You can read the original article here: Ионический Buick: Roadmaster Model 1952 года с деревянным кузовом в рассказе Андрея Хрисанфова
Published July 23, 2025 • 5m to read
