1940s

In the spring of 1940 a leftover crew from Howard Darrin established the Coachcraft Ltd. custom body shop in Melrose, Los Angeles.

Tommy Jamieson's 1936 Ford 5-Window Coupe was restyled by Howard Fall in 1940.

Norm Milne's 1938 Ford convertible sedan of Sacramento, California. About 1940 Norm drove the Ford to Los Angeles to have Carson Top Shop chop the top and make a padded top. The rest of the car was restyled by Harry Westergard.

Dick Noble's 1932 Ford Roadster of Burbank, California. Dick bought the car as a coupe in 1938. He wanted a roadster and ended up trading the coupe body for a roadster body. A padded top with side curtains was added in 1941 along with a shiny black paint job. Dick was a meticulous builder, and the roadster ended up as one of Burbank's finest.

Jimmy Summers' 1932 Ford Roadster was built by Jimmy Summers of Hollywood, California in 1941.

Alex Xydias' 1934 Ford Cabriolet of Hollywood, California. Before founding So-Cal Speed Shop, Xydias was a Fairfax High student who hung around Jimmy Summers’ shop. His ‘34 Ford Cabriolet, bought in 1941, was already customized when he got it. Wanting a smoother look, he had Summers lead in the rear fender skirts. Featuring a chopped top, black Carson top, LaSalle headlights, and 1940 Oldsmobile bumpers, it embodied early custom styling. Later repainted metallic gold by Valley Custom Shop, Alex named it “Jewel.”

George Barris' 1936 Ford Coupe of Roseville, California. This was George's first real custom. He bought the car from money he had earned while doing some odd jobs for Harry Westergard at Brown's Body Shop. George worked at the car between the staggering amount of school work, and working with Westergard. The build was completed in 1941.

Before becoming a world-famous artist, Vincent Lawrence Garrison was just a young car enthusiast growing up in San Diego, California. Born in Detroit in 1923, Larry’s family split their time between Michigan and California, but by the late 1930s, they had settled on the West Coast, right as custom cars were taking off. A skilled painter and designer, Larry worked for Coca-Cola painting billboards by hand while still in high school. In 1941, he put his artistic talents to use on his first custom, a sleek 1936 Ford Cabriolet. He gave it a 1939 Ford front end, shaved the running boards, and added a chopped and padded top. Finishing touches included fender skirts, flipper hubcaps, and ripple bumpers. Photo courtesy of Paul Garrison.

Neil Emory's 1937 Dodge Convertible of Burbank, California, was started in 1940 and completed in 1941. Built in his shop class at Burbank High, Neil kept the car for a couple of years before selling it in 1943.

Joe Stone's 1938 Ford Convertible Sedan of Downey, California. The car was mildly restyled sometime between 1938 and 1941, and it was dressed up with fenderskirts and Flipper hubcaps.

Richard Meade's 1938 Buick was restyled in 1941, featuring fadeaway fenders.

While Alex Xydias was hanging out at Jimmy Summers’ shop in the early 1940s, one of Summers’ employees, Bob "Barbells" Fairman, was working on a radical custom. Bob Fairman's 1936 Ford featured a chopped top and full fadeaway fenders, resembling the Buicks of that era. According to Xydias, it was the first custom he ever saw with fadeaway fenders. In Goodguys Goodtimes Gazette April 2010, Albert Drake recalled that renowned automotive designer Strother MacMinn once told him Summers built the coupe around 1943 or 1944, cementing it as an early example of the fadeaway fender style. Luckily, The Fairman Coupe has survived, and after going through a restoration, it looks better than ever. Photo from The Jimmy Summers Photo Collection.

Captured through the lens of George Barris, this photo showcases what seems to be a beautifully restyled 1937 Chevrolet Tudor Sedan that features one of the defining elements of early custom styling: Fadeaway Fenders. In the 1940s, fadeaway fenders became a hallmark of the custom car movement. George Barris believed that adding fadeaway fenders instantly set a car apart, stamping it as a true kustom. The modification created a smooth, uninterrupted bodyline, eliminating the visual break between the front and rear fenders. Both Sam and George Barris were huge fans of this look, and it became one of their signature styling cues in the early years of Barris Kustoms. Beyond its striking fadeaways, this custom Chevy features several period-perfect touches: sunken and molded-in headlights, fender skirts with 1941 Buick trim, whitewall tires, and a set of flipper hubcaps. Photo by George Barris, courtesy of The Brad Masterson Collection.

Sid Kayman's 1932 Ford Roadster of St. Louis, Missouri. Sid bought the car in 1944 or 1945, and it had already been channeled and hot rodded when he bought it.

After returning from WWII, Glen Wall settled in Whittier, California, and found himself drawn to the booming post-war custom car scene. In the mid-1940s, while working at a car lot, he bought this 1939 Ford convertible, already chopped and fitted with a Carson Top. The car’s sleek, low stance turned heads everywhere he went, and before long, people started offering to buy it. That’s when Glen realized he could turn customizing into a business. He began sourcing 1939 Ford convertibles, chopping the tops himself, welding the posts, and having them leaded and primed before taking them to Glen Houser at Carson Top Shop for a padded top. Black was the best-selling color, and his cars featured fender skirts, Appleton spotlights, Buick trim details, sunken license plates, and dual exhaust. Looking back, Glen told Sondre Kvipt of Kustomrama in 2016 that he estimated building and selling around 20-25 custom cars before chuckling, "But that’s a conservative number." This 1939 Ford was the first, and the one that started it all. Photo from The Glen and Forey Wall Collection.

Ed Park's 1936 Ford Convertible of Marshall, Missouri. Ed's '36 was originally restyled by Red Swanson of Portland, Oregon in 1944. R.I. Steere of Tacoma, Washington continued restyling it in the early 1950s. Ed bought the car in 1959. After buying it, he parked it in his parent's chicken house until 1977. In 1977 he started a restoration that he completed in 1983. Since then the car has gone through a couple of iterations. Ed still owned the car in 2020. He had thousands of miles on the car since the restoration, and he was still working on it.

Ray Russell's Gadabout of Detroit, Michigan. Built largely from aluminum and magnesium, Russell believed his car had post was possibilities. The build was completed in 1944.

Bill Burke's P-51 Belly Tank is known as the first Belly Tank Streamliner racer. Bill was racing on the dry lakes long before the war started. While stationed in the South Pacific during WWII he saw potential in using a Belly Tank as the body for a dry lakes car. Shortly after returning home from the war he built his first Belly Tank Streamliner. In 1946 he raced his brand new car. Burke was the first to run a belly tank in the "Streamliner" class and ran at both El Mirage and Harper Dry Lake. The first Bill Burke streamliner used a small 165-gallon steel wing tank from a P-51 Mustang. The car was a front engine design, and a bicycle seat was welded to the torque tube for driving. Photo from The Howard Gribble Collection.

Phil Remington's Modified was completed in 1946. At the time, Phil was a member of the Santa Monica Low Flyers.

James Stewart's 1931 Ford Model A Roadster of Long Beach, California. In 1946 James joined the Long Beach Dolphins car club with a few of his friends. He raced the roadster at El Mirage.

Sebastian Rubbo's 1936 Ford Roadster of Massachusetts. Sabie started working on the roadster at age 23, in 1945. He had just gotten out of the Navy, and was inspired by the cars he saw racing at the dry lakes near where he was stationed in Southern California. The build was completed in 1946, and Sabie drove it all over the country for the next 42 years.

Sam Barris falls victim to theft. On July 21, 1946, The Sacramento Union reported that custom car parts were stolen from Sam Barris' vehicle while it was parked near 15th and L Streets in Sacramento. Thieves stripped the car of its fender skirts, hubcaps, and three white wall rings. Photo courtesy of The Sacramento Union.

A photo of Blackie and Amos Torosian with Blackie's roadster taken in Fresno, California in 1947. Clean Gene Sadoian was 14 years old the first time he saw Blackie in his cut down black hot rod in 1948. " The driver was a scary looking guy with cut off t-shirt sleeves. He looked at me and smiled. I saw gold leaf letters on the side of car—"Blackie". He did a burn out for me, I was forever hooked." Photo from The Clean Gene Sadoian Collection.

Ray Giovannoni's 1936 Ford Roadster of Washington, D.C. Before custom car magazines spread the gospel of chopped tops and lead sleds, Bud Unger was shaping metal on the East Coast, unaware of the California scene. A skilled metalworker trained in the Air Force, Unger applied his aircraft fabrication techniques to Ray Giovannoni's 1936 Ford roadster, creating one of the finest early East Coast Customs. He fully molded the fenders, quarter panels, aprons, and running boards, shaved the deck, moved the taillights into the bumper, and reshaped the front end to fit a Packard grille. The finishing touch? A deep, 20-coat jet black paint job laid down circa 1947-1948. Ray drove the freshly built custom across the country to have a Carson Top made in Los Angeles, gaining nationwide attention along the way. The trip proved that East Coast builders were creating showstoppers on par with their West Coast counterparts, and in November 1948, the car landed a feature in Hot Rod Magazine, cementing its legacy in early custom car history.

The Speed Shop was an automotive performance parts store in Flint, Michigan, that played a crucial role in the development of the hot rodding scene in the Midwest during the mid-20th century. Opened in 1948 by hot rodding pioneer Bill Waddill, The Speed Shop became a popular destination for car enthusiasts and a vital resource for specialized automotive parts. Photo from The Fred Thomas Photo Collection.

The Bob Berkshire Roadster of Tarzana, California. Bob built the roadster after returning from WWII, and the first photos of the car started appearing in 1947. Back then he was a member of the Idlers car club. Sometime between 1947 and 1950 Bob moved to Dallas, Texas fo engineering school, bringing the roadster along.

Hot Rod Empire by Matt Stone details Robert E. Petersen's creation of Hot Rod Magazine in the 1940s and the Petersen Publishing empire that grew to the mainstream juggernaut we know today. Click here to order the book from Amazon.com.

Jim Papworth's 1932 Ford Roadster of Culver City, California. Jim was a member of the Culver City Screwdrivers, and the roadster, that he bought in 1947, was his first car.

Joe B. Sheppard's 1932 Ford Roadster of Tampa, Florida. Sheppard's journey into the world of racing began in Tampa, where his family operated Sheppard Import Motors on Howard Avenue. The business, which specialized in import cars, provided a nurturing ground for his burgeoning interest in automobiles. Joe's racing career was sparked by a pivotal road trip in the roadster which he undertook with a high school classmate in 1947. This trip, which stretched from Tampa to California and back, included memorable stops in Southern California, San Francisco, and the Bonneville Salt Flats. Known for its Ardun conversion and two-speed Zephyr rear, this vehicle not only fueled his passion for racing but also marked the beginning of his journey as the "Tampa Hot Shoe."

Frank Sandoval's 1936 Ford 3-Window Coupe of Wilmington, California was restyled in the 1940s. Frank bought the car after he returned from Army service around 1946 - 1947.

Jim Kierstead, a Navy veteran and friend of Sam Barris, bought this 1939 Mercury Coupe in 1945 after returning from service. Wanting a full custom, he took it to the Barris Brothers’ shop at 7674 Compton Ave. Rumored to be the first 1939-40 Mercury coupe chopped by Barris, Jim’s car was built for a smooth, flowing look. It was nosed, decked, shaved, and had its fenders leaded in. Running boards were removed, aftermarket headlights were installed, and the car sat low on flipper hubcaps and blackwalls. Jim drove the car in white primer for a few months before it was finished in black lacquer in December 1947. This in-progress photo was taken at the Barris shop by Don Cox during the chop. Photo from the Robert Genat Photo Collection.

Dick Owens of Redondo Beach, California, had this 1940 Mercury convertible restyled by Barris Kustoms after returning from WWII. A veteran of the Battle of Guadalcanal, Dick came home, married his girlfriend Betty, and got right into the booming custom car scene. According to Betty’s brother, Harold Johnson, Dick already had the Mercury in 1945, and it was in grey primer at the time. Sam Barris handled the chop, sometime between 1945 and 1947, giving the car a sleek, lowered profile. The running boards were removed and replaced with filler panels, the license plate was recessed into the trunk, and a padded Carson Top was added by Glen Houser. The car also featured fender skirts, and Hollywood Flipper hubcaps wrapped in blackwall tires. Photo courtesy of Tina Bergeson.

A radically restyled custom photographed at a used car lot located at 4875 El Cajon Blvd. in San Diego, California. Running 1947 license plates, the car seems to have started out as a 1940 Mercury Convertible. Modifications include a sectioned body, removed running boards, a chopped and padded top, a custom made grille and front end, molded body seams, fenderskirts, blackwall tires, and flipper hubcaps. Please get in touch with us if you have more info or photos to share of this mystery custom. Photo from The Robert Genat Photo Collection.

Charlie Grantham's 1935 Ford Pick Up of San Bernardino, California. Charlie was a member of the SCTA Road Runner car club, and he restyled the truck himself in the late 1940s and the early 1950s. This photo shows the truck as it appeared in 1948.

The 1947 Kurtis-Omohundro Comet, designed by Frank Kurtis and built on a 1940 Ford chassis, was a pioneering postwar American sports car. Featuring a lightweight aluminum body it represented an innovative blend of American engineering and European-inspired design, standing out as a significant yet rare piece in automotive history.

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Bruce Brown's 1936 Ford of San Mateo, California. Bruce's Ford was restyled in the 1940s, sometime prior to 1948.

Robert Fulton's 1936 Ford sedan convertible of Hollywood, California. Robert owned the car from 1947 to around 1949.

George Barris' Track Roadster. George built the channeled roadster, that sported one of his first flame paint jobs, in 1948.

Bob Estes' 1927 Ford Model T Roadster as it appeared in 1948.

Pat McNamara's 1928 Ford Model A Pick-Up of Bakersfield, California. Built in the late 1940s and the early 1950s, McManara started the build while working for Lee Chapel at Tornado Speed Equipment.

Willie Kendig's 1932 Ford Roadster of Yettem, California was built after Willie came out of the service in 1948.

Fran Bannister's 1932 Ford Roadster. Completed in 1949, Fran's roadster was one of the first hot rods of New England.

Mac Schutt's 1932 Ford Roadster, of Bel Air, Los Angeles, California. The build took two years, and it was completed in 1949.

Paul Schiefer's 1925 Ford Model T Roadster

Honest Charley's 1934 Ford Sedan

Tom Hunt's 1934 Ford roadster of Chattanooga, Tennessee. Tom was a friend of Honest Charley, and he worked for him after-school, helping him fill mail orders. The build was started in 1948 and completed in 1949. Total build time was 15 months.

The Throttle Benders car club was established in 1949. Joe "Bud" Simmons was a founding member of the club, and according to his grandson, Brian Burnham, it wasn't a big club, "just a bunch of farm kids from the California Central Valley." The members of the club were from the town of Chowchilla, California. Photo courtesy of Brian Burnham.

Joe "Bud" Simmons' 1936 Ford 3-Window Coupe of Chowchilla, California. Bud was a founding member of the Throttle Benders car club, and photos taken in 1949 shows the car running a filled roof, solid hood sides, dual spotlights, and flipper caps.

Benny Furtado's 1948 Ford Convertible. This early Gene Winfield custom showcases his emerging style before he became a household name. Built at Windy's Custom Shop, Gene's humble operation in a chicken coop behind his mother’s house at 1309 Figaro Avenue in Modesto, California, Furtado's Ford was one of his first customer builds. Benny, a dairyman, bought the car new and drove it stock for a year before bringing it to Gene for a chop in 1949. The roof was lowered, the rear fenders were molded, and a padded Carson-style top from Hall Upholstery completed the look. To drop it even further, Gene C-notched the frame, and later, a 1948 Cadillac grille was installed. This Ford stands as an early example of Winfield's craftsmanship before he became one of the most innovative and respected customizers of his era. Photo courtesy of Orvel "Speed" Reichert.

Vern Simons' 1936 Ford Roadster

Richard Emert's 1937 Ford Convertible

Leroy Semas' 1937 Chevrolet Coupe

Al Twitchell's 1937 Ford Sedan

John Sal Cocciola's 1938 Chevrolet Convertible was restyled by Harry Westergard in late 1946

George Bistagne's 1938 Ford DeLuxe Convertible Sedan was restyled in 1940.

Harold Johnson's 1938 Ford Tudor as it appeared in 1949

C. E. Johnson's 1939 Ford, of California was restyled in the late 1940s.

Emil Dietrich's 1939 Ford convertible of South Gate, California. Emil bought the car from Jack Runyan in the mid 1940s. Jack used to hang out at State and Hope Street near Huntington Park. He bought the car brand new at a Ford dealer in South Gate. The car was already customized when Emil bought it.

G. L. Harlander's 1939 Ford V-8 convertible sedan of Oakland, California was restyled in the 1940s. This is how it appeared in 1949 when it was featured in Motor Trend October 1949.

Harry Keiichi Nishiyama's 1939 Ford convertible of Hilo, Hawaii. Harry's chopped and channeled Ford was built in 1949.

Kenny Controtto's 1939 Ford Convertible of South Gate, California was restyled in the 1940s.

Mel Falconer's 1939 Ford, of Sacramento, California was restyled by Harry Westergard and completed in 1945.

Bill Henderson's 1939 Mercury Convertible of Los Angeles, California. Bill bought the Merc when he was 14 years old. In the mid to late 1940s he worked for Barris Kustoms, and they taught him how to customize cars, while he was working on the Merc. This photo of the Merc was taken around 1947.

Mickey Chiachi's 1939 Ford

Arthur Lellis' 1939 Ford Convertible of Los Angeles, California. Restyled by Art at Art & Jerry Custom Shop, the build was completed in 1946.

Jerry Moffatt's 1939 Ford Convertible of Los Angeles, California. Restyled by Jerry at Olive Hill Garage, the build was completed in 1946.

Bill Spurgeon's 1939 Mercury Coupe

Jim Kierstead's 1939 Mercury Coupe of Inglewood, California. Jim's Mercury was restyled by Barris Kustoms, and it is rumored to be the first 1939 - 1940 Mercury coupe that the Barris Brothers chopped. The build was started in 1945 and completed in 1947.

Bob Creasman's 1940 Ford coupe of Los Angeles, California. Bob began restyling the car late in 1943, making it the first 1940 Ford coupe to be channeled, and the second to be chopped in the Los Angeles area. The work was done in conjunction with the Brand Brothers Body Shop in Los Angeles.

Long before he became the legendary "Leadslinger" and the "Godfather of Hydraulics," Bill Hines was already pushing boundaries in Michigan in the early 1940s. Pictured here with his first custom, a 1941 Buick Convertible, Hines restyled the car sometime between 1941 and 1943, adding molded fenders, widened rocker panels, and a 2-inch chopped top. True to his forward-thinking nature, he even added a fin down the middle of the decklid—years ahead of its time. The bold styling choice wasn’t well received back then, and after enduring endless teasing, he replaced the trunk lid. But that early experiment in customization set the course for a career that would influence generations of builders. Hines' story began in Ecorse, Michigan, where he honed his skills before heading west to California, bringing his unique vision to the heart of the custom car movement. Photo courtesy of the Hines Family.

Jimmy Summers of Hollywood, California, built one of the most influential customs of the 1940s, a radically restyled 1940 Mercury. Channeled 6 inches and lowered a total of 8 ½ inches, the Merc featured reshaped fenders, a sectioned hood, and a hand-fabricated grille reminiscent of a 1939 Buick. It sported a chopped windshield and a tan Carson Top, giving it a sleek, elegant profile. Restyled in 1946, the car’s first iteration was finished in a stunning Ruby Maroon lacquer, applied in 60 coats, and meticulously polished to perfection. In May 1947, Popular Mechanics featured the car, bringing Summers’ craftsmanship to a nationwide audience. According to the article, Summers hand-built about one car per week for customers, solidifying his reputation as one of the era’s premier customizers. Photo from The Jimmy Summers Collection.

Fred Larsen's 1929 Ford Model A Roadster of Culver City, California. Built in 1948, the car was driven on the streets in addition to being raced on the dry lakes and drag strips. After building the car, Fred became a member of the Culver City Screwdrivers.

After serving in the Marine Corps during WWII, Lawrence Garrison moved to Quincy, Massachusetts, in 1947, bringing his passion for custom cars to the East Coast before hot rod and custom car magazines spread the movement. Based on a self-penned design, Larry transformed this 1940 Mercury into a sleek, low-slung masterpiece. He channeled the body, sectioned the hood, and chopped the windshield to achieve a streamlined European-inspired look. Full fadeaway fenders, nosed and decked bodywork, and push-button doors added to its elegance, while 1947 Buick bumpers and spun hubcaps gave it a distinctive flair. Larry built the car entirely himself, fabricating parts, stitching the Spanish leather interior, and even installing hydraulic window lifts. His Mercury wasn’t just a showstopper. It was a symbol of how custom culture was spreading across America. Luckily, the car has survived, and today it is currently located in Norway. Photo courtesy of Paul Garrison.

Barris Kustoms was still finding its footing when George Barris' 1941 Buick won top honors at the first Hot Rod Exposition Show at the Los Angeles National Guard Armory in January 1948. That victory changed everything. Completed late in 1947, the Buick, with its chopped top, fadeaway fenders, Cadillac grille, and deep maroon paint, became a symbol of Barris’ craftsmanship and helped establish them as top customizers. Understanding the power of publicity, George started photographing his work, ensuring Barris Kustoms stayed in the spotlight. When Hot Rod Magazine launched in 1948, Robert E. Petersen reached out to George for photos, leading to features in magazines across the country. Soon, customers weren’t just coming from Los Angeles, they were bringing cars in from the Midwest and East Coast, eager to have a Barris-built custom of their own. Photo from The Jerry Fassett Collection.

This Barris’s Custom Shop business card from the 7674 Compton Avenue shop showcases George Barris' 1941 Buick, the car that helped put Barris Kustoms on the map. With its sleek design and deep maroon paint, it embodied the custom trends of the late 1940s and cemented Barris Kustoms as the go-to name in the growing custom car world.

Bob Creasman's 1940 Ford coupe of Los Angeles, California. In 1948 the car received fadeaway fenders.

Fred Cain's 1940 Ford coupe of Wilmington, Massachusetts. Fred's coupe was originally restyled in 1948.

Gene Garret's 1940 Ford of Sacramento, California. Gene was a member of the Thunderbolts auto club, and his custom featured a padded top by Carson Top Shop.

This photo shows a 1940 Hudson Converible that Bud Unger of Rockville, Maryland restyled for an unknown customer in the late 1940s. In 2012, when Kustomrama interviewed Bud about the car, he remembered that he hand made a set of fender skirts for the car, and that he fit it with his own version of a Carson Top. He admitted that the top was no way as good as "the California job". Another photo of the car, taken the same day, shows it wearing a set of New York 1948 license plates. Other modifications included a shaved hood, dual spotlights, a 1946 - 1948 Mercury grille and removed running boards. Ray Giovannoni's 1936 Ford Roadster can be seen across the street. Photo courtesy of Bud Unger.

Al Andril's 1940 Mercury Coupe of Maywood, California. Al's Merc was restyled by Barris Kustoms in 1948 at their Compton Avenue shop.

Butler Rugard's 1940 Mercury

Harold Ohanesian's 1940 Mercury Convertible Sedan as it appeared in 1948. This version was restyled by Harry Westergard and Less Crane sometime between 1945 and 1948.

Maximilian King's 1940 Mercury convertible of Morristown, New Jersey was first restyled by Meekers Body Shop in 1946. In 1959 Korky's Kustom Shop restyled the car further for current owner Ray Henyon.

Eldon Gibson's 1940 Oldsmobile was restyled by Modern Motors of Glendale, California in 1941.

Al Twitchell's 1940 Plymouth Four Door

Pierre Paul's 1941 Buick

Jesse Lopez' 1941 Ford Club Coupe was taken to Barris Kustoms for a restyling in 1948. The build took about a year to complete.

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Dean Batchelor's 1941 Pontiac was restyled in 1942.

A photo that George Barris took of a nice and subtle 1941 Pontiac with a Carson top in the 1940s. Photo by George Barris, from The Brad Masterson Photo Collection.

Marvin Lee's 1942 Chevrolet Fleetline

Dick Owens' 1940 Mercury convertible of Redondo Beach, California. Dick's Mercury was restyled by Barris Kustoms, and the work was sometime between 1945 and 1947.

Forey Wall Used Cars was located at 10792 Long Beach Boulevard in Lynwood, California. Started in 1946, the lot was run by Forey Wall and his partner Al Sulminoff. Forey had some custom cars for sale in the lot, but not that many. In 1955, Forey and his brother Glen would open up Wall Custom Cars in South Gate, a dealership specialized in selling and buying custom cars. Photo from The Glen and Forey Wall Photo Collection.

Paul Schiefer's 1925 Ford Model T Roadster of San Diego, California. Schiefer was a member of the San Diego Roadster Club. He started racing his roadster in 1947, and it became one of the few cars campaigned on the lakes and the strips that, within a decade, saw its first-year top speeds on the dry lakes exceeded by its later 1/4-mile ETs.

Raymond Jones' 1947 Studebaker Convertible was restyled around 1947.

Vincent E. Gardner's 1947 Studebaker Sportster. The car was designed and built by famed automobile designer Vincent E. Gardner of South Bend, Indiana while he was working under famous industrial designer Raymond Loewy. Known as the Gardner Special the build was completed in 1949. In 1950 it won the Most Magnificent Custom Roadster Award at the National Roadster Show featuring a removable Plexiglas top that could be stored inside the trunk compartment.

Robert McClure's Custom of Denver, Colorado. Built by Robert, the first version of the car was completed in 1947. It rode on a Buick chassis.

Art Tremaine's 1929 Ford Model A Roadster of Whittier, California. Art was a member of the Strokers of Whittier car club and his roadster was built in the late 1940s.

Buddy Hinman's 1927 Chevrolet Roadster of Rome, New York. Having an urge for a radically lowered car, the Buddy and his brother took the springs off their OHV engined Chevrolet and U-bolted the axles to the frame in 1948.

Chuck Gibson's 1927 Ford Model T Roadster Pickup of San Diego, California. Known as "Hoot," Chuck was a member of the San Diego Prowlers car club. Hoot owned the car in the 1940s and the early 1950s, and he used to race at the dry lakes with it.

Dick Courtney's 1929 Ford Model A Roadster, of Fullerton, California, was built in 1948

Bill Kelly's 1932 Ford 3-Window Coupe of Warminster, Pennsylvania. The first version of the coupe was built in 1948.

This version of Bob McGee's 1932 Ford Roadster, of Huntington Park, California was completed in 1948

Eugene Wentworth's 1932 Ford Roadster of West Peabody, Massachusetts was built in 1948.

Monte Monroe's 1932 Ford 3-Window Coupe was built by Monte Monroe of Montebello, California. The first version of the car was completed in 1948, featuring a gorgeous purple color mixed by Gil Ayala of Gil's Auto Body Works.

Nelson Morris' 1932 Ford Roadster was built during the first ever Hot Rod Exposition held in 1948. The car was a giveaway car, and it was given to show visitor Nelson Morris of the Long Beach Dolphins car club.

Jack Calori's 1936 Ford 3-Window Coupe was completed in 1948

Leland Davis' 1936 Ford as it looked in 1948.

Dick Bair's 1939 Ford Convertible Sedan, of Akron, Ohio was completed in 1948.

Harry O. Lutz' 1939 Ford Convertible as it looked in 1948. Harry was from Ferguson, Missouri.

Ralph Jilek's 1940 Ford Convertible was restyled by Valley Custom Shop for Ralph Jilek of North Hollywood, California in 1948

Johnny Zaro's 1940 Mercury Coupe of Maywood, California. Johnny's Merc was restyled by Barris Kustoms in 1948 at their Compton Avenue shop.

Frank Kurtis' 1941 Buick, The Kurtis Buick Special, was built by Frank Kurtis between 1946 and 1948

Al Lauer's 1941 Cadillac Convertible was restyled by Harry Westergard for Al Lauer of Sacramento, California in 1948

The first version of George Janich's 1941 Ford Business Coupe, of Long Beach, California was restyled by Sam Barris of Barris Kustoms between 1946 and 1948.

John Vara's 1941 Ford Convertible was restyled by Barris Kustoms in 1948. John sold the car to Johnny Zaro of Maywood, California before the build was completed.

Harold Johnson's 1938 Ford Tudor of Inglewood, California. The tudor was Harold's first car, and the build was started in 1948. This photo shows the car as it appeared in 1949.

Johnny Williams' 1940 Ford Coupe as it looked in 1949.

Dick Carter's 1941 Ford Convertible, of Bell, California was brought to Barris Kustom for a restyling in 1948. The build took about a year to complete.

Charles Kemp's 1941 Plymouth Convertible was restyled by Al Twitchell in 1948

George Shugart's 1946 Chevrolet Convertible of Culver City, California was restyled in 1949.

The Rotzell 46 is sport custom built by Ed Rotzell of Philadelphia, Pennsylvania. The build took 3 months, and it was completed early in 1946.

Albrecht Goertz' 1948 Studebaker Business Coupe of New York. Albrecht's Studebaker was designed and restyled in 1948.

Buddy Hinman's 1931 Ford Model A Roadster of Rome, New York. The build was started in 1947 and completed in 1949 when Buddy was 13 years old.

Marcia Campbell's 1949 Chevrolet Convertible was restyled by Barris Kustoms in 1949.

Norman Timbs' Buick Special was designed and built by Norman Timbs in the 1940s. The build was completed around 1948/1949.

George McLaughlin's Roadster of Yakima, Washington. George's roadster was built in the 1940s. In the early 1950s George moved to Richland, bringing the roadster along.

SCTA News December 1944

Del Roy's Speed Parts was a speed shop in East Paterson, New Jersey. Photo courtesy of Matthew Lilienthal.

Valley Custom Shop was established by Neil Emory and his brother in law Clayton Jensen in Burbank, California in 1948.

A Jimmy Summers Fender Extensions ad from 1948.

Joe Wolf's Hollywood Speed Shop of Reading, Pennsylvania was started by Joe Wolf in the 1940s.

A Burns ad from 1948.

A Sharp Speed Equipment ad from Hot Rod Magazine November 1948.

A So-Cal Speed Shop ad from 1948.

The Hinsværk Special was built in full publicity at Fram Motor Kompani in Oslo. The foreman of the shop, Asbjørn Langnes, had a past as a racecar driver, winning the race at Leangenbanen in 1935, and he and the management were very involved and interested in the build. As April became May, seven or eight men worked around the clock at Fram Motor Kompani, rushing to get the car ready for the 1948 racing season. Photo from The Greger Strøm Photo Collection.

A Tucker Campini Gas Turbine Car design proposal dated March 3, 1948.

In 1949, a wealthy client in Sicily commissioned Italian car design firm and coachbuilder Pininfarina to design a one-off sports car. Known as the Alfa Romeo 6C 2500 SS, the elegant coupe is believed to be the first automobile that adopted dual headlights. Photo by Ronnie Krabberød - Right On Magazine.

A 1940 Ford hot rod, captured mid-transformation at Chuck's Top Shop in Los Angeles, California. Notice the louvered hood and the faux whitewall tires—creative touches that blend speed and style. Photo from The Robert Genat Collection.

Marcia Campbell's 1949 Chevrolet Convertible of Los Angeles, California. In the male-dominated world of custom cars, Marcia Campbell was a rare and inspiring figure. Passionate about Customs, she drove her brand-new 1949 Chevrolet convertible straight from the dealership to Barris Kustoms for a full transformation. The result was a stunning example of late-1940s custom style, with leadwork, a chopped top, and a signature Padded Top by Gaylord. By the time her Chevy graced the cover of Motor Trend December 1950, Marcia had already moved on, trading the one-year-old custom for Carl Abajian's 1942 Ford coupe. The techniques perfected in the 1940s laid the foundation for the golden age of Kustoms in the 1950s. With radical designs, bolder ideas, and more builders pushing boundaries, the next decade would take the scene to new heights—but it all started with pioneers like Marcia and the craftsmen who turned molten lead into rolling works of art.

Who really coined the term "Kustom" with a K? Von Dutch famously claimed that he came up with the spelling while painting the Barris shop sign in the early 1950s. However, this ad from Motor Trend November 1949 proves that Barris was already using the distinctive spelling years earlier. Was it a branding decision Barris had embraced from the start, or did the term evolve naturally within the custom car scene? While the true origin remains a mystery, one thing is certain, "Kustom" with a K became synonymous with the Barris legacy and the birth of a movement that would define custom car culture for generations.

<-- 1930s - 1940 - 1941 - 1942 - 1943 - 1944 - 1945 - 1946 - 1947 - 1948 - 1949 - 1950s -->

The 1940s marked a period of economic growth and booming consumer spending, particularly after World War II. The revival of the economy allowed people to focus on more than just basic necessities, fueling a surge in recreational activities such as auto racing and customization. In Southern California, track roadster racing and hot rodding gained immense popularity, with new venues and innovations reshaping the post-war automotive culture.^[1]

1 Custom Cars and the Rise of Customizing
2 Pioneering Customizers of the 1940s
- 2.1 Jimmy Summers
- 2.2 Harry Westergard
- 2.3 George Barris and Sam Barris
3 Popular Custom Modifications of the 1940s
- 3.1 Chopped Tops
- 3.2 Channeled Bodies
- 3.3 Inset License Plates
- 3.4 Frenched Headlights
- 3.5 Shaved Trim
- 3.6 Solid Hood Sides
- 3.7 Removed Running Boards
- 3.8 Fender Skirts
- 3.9 Custom Bumpers
- 3.10 Spotlights
- 3.11 Cowl-Antenna]
- 3.12 Push-Button-Operated Doors
- 3.13 Custom Hubcaps
- 3.14 Custom Grilles
- 3.15 Lowered Suspensions
- 3.16 Carson Tops
4 Impact of World War II on Custom Car Culture
5 The Post-War Boom and the Lead Sled Era
6 Bill Burke and the First Belly Tank Streamliner
7 Hot Rods of the 1940s
8 Modifieds of the 1940s
9 Streamliners of the 1940s
10 Custom Cars of the 1940s
11 Custom Trucks of the 1940s
12 Sport Customs of the 1940s
13 Sport Cars of the 1940s
14 Homebuilt Cars of the 1940s
15 Custom Car Builders and Fabricators of the 1940s
16 Custom, Body, and Repair Shops of the 1940s
17 Upholstery Shops of the 1940s
18 Speed Shops of the 1940s
19 Hot Rod and Custom Auto Lots of the 1940s
20 Hot Rod and Custom Car Clubs of the 1940s
21 Speed Equipment Manufacturers of the 1940s
22 Custom Accessory Manufacturers of the 1940s
23 Racing and Timing Association of the 1940s
24 References

Custom Cars and the Rise of Customizing

The 1940s marked a significant turning point in the evolution of custom cars, as the practice of modifying automobiles for aesthetic and performance purposes transitioned from a niche hobby into a full-fledged cultural movement. While the 1930s had laid the groundwork, primarily with luxury coachbuilt customs and grassroots "restyled jobs," the 1940s saw a rapid expansion of customization techniques and the establishment of influential builders who would shape the industry. Figures like Jimmy Summers, Harry Westergard, George Barris, and Bill Hines pioneered key modifications such as chopped tops, shaved trim, fadeaway fenders, and the use of lead for seamless bodywork, setting the stage for the golden age of customs in the following decade.

Customizing in the early 1940s was still an underground practice, primarily concentrated in California, where warm weather and a thriving car culture provided the ideal environment for experimentation. While early custom cars were often modified for aesthetics, they also incorporated elements from race cars, hot rods, and European luxury automobiles.

During this period, automobile manufacturing was halted in 1942 due to the United States' entry into World War II, and materials such as steel, rubber, and fuel were rationed. As a result, car enthusiasts had to rely on modifying older vehicles rather than purchasing new ones. Many returning servicemen, trained in welding, machining, and bodywork, applied their technical skills to automobile customization, fueling a post-war boom in the custom car scene.

Pioneering Customizers of the 1940s

Jimmy Summers

Considered by many to be one of the first professional customizers, Jimmy Summers operated Jimmy Summers Custom Automobile Body Shop at 7919 Melrose Avenue, Los Angeles, throughout the late 1930s and 1940s. His shop was located across from Fairfax High School, where students such as Alex Xydias would watch him work.

Summers was known for his chopped tops, channeled bodies, recessed license plates, frenched headlights, and seamless body modifications that predated many of the factory design trends of the 1950s. Unlike the more radical customizers who followed him, Summers focused on subtle refinements that made stock cars look smoother and more sophisticated.

His work gained recognition among early hot rodders and car enthusiasts, and his techniques helped standardize many of the fundamental modifications that would define kustom kulture.

Harry Westergard

While Summers operated in Los Angeles, Harry Westergard was developing his own unique approach to customizing in Sacramento, California. Working from a garage on Fulton Avenue, Westergard modified cars for local racers and street enthusiasts, often using salvaged parts from high-end luxury automobiles.

Westergard's signature touches included, chopped tops, custom grilles often sourced from LaSalle and Packard models, molded fenders, fadeaway fenders, lowered suspension, smoothed and reshaped body lines.

He was particularly influential in the early Mercury custom scene, setting the groundwork for what would later be known as "lead sleds." Many of his styling cues were adopted and expanded upon by George Barris and Sam Barris in the late 1940s and early 1950s.

George Barris and Sam Barris

One of the most influential figures in custom car history, George Barris, began his career in Roseville, California, where he learned metal shaping and bodywork. George honed his craft under Harry Westergard before moving to Los Angeles in 1942.

In 1944, Barris opened a small shop on Imperial Highway in Bell, California, officially establishing what would become Barris Kustoms. The details of exactly how Sam Barris joined the business vary depending on the source. According to a 1953 Hop Up article, Sam looked up his long-lost brother after the war, and the two sat down to reminisce about old times. As they laughed about a Buick they had restyled up in Roseville, George suddenly had an idea. "Hey, man, I've got an idea. Let's go into the custom business together!" Sam wasn’t convinced. "I don’t know the first thing about bodywork," he reminded George. But George had confidence in his brother. He started teaching Sam the tricks of the trade and, after a few weeks, decided he was good enough to pass as a bodyman. The brothers pooled their resources and rented a small shop on Imperial Avenue in Los Angeles in 1946. By the late 1940s, Barris had gained national recognition for their radical body modifications, custom paint techniques, and signature styling elements. Their work was prominently featured in the first Hot Rod Exposition Show in 1948, helping to legitimize custom cars as a distinct automotive art form.

Popular Custom Modifications of the 1940s

The 1940s was the decade when signature custom modifications became standard practice. Customizers were perfecting the art of chopping tops, sectioning bodies, and molding body panels to create smoother, more flowing lines. Some of the most popular modifications of the time included:

Chopped Tops

Lowering the roofline of a car for a sleeker, more aggressive stance. One of the most dramatic and defining modifications of the 1940s. Popular among both hot rodders and customizers, a well-executed chop could turn an ordinary sedan into a sinister boulevard cruiser or give a convertible a low, road-hugging profile when paired with a padded Carson-style top.

Channeled Bodies

Also known as “body dropping,” this modification involved lowering the body over the frame rails to achieve a lower stance without altering the roofline. By cutting the floor and raising it higher around the frame, customizers could make a car sit dramatically lower, giving it a ground-hugging, streamlined look. Channeled bodies were popular among both early hot rodders and customizers, who favored a low, aggressive profile that emphasized speed and style.

Inset License Plates

This feature marked the "California Car" back in the early days of customizing. By recessing the license plate into the deck lid or rear pan, builders achieved a cleaner, more integrated look. Eliminating bulky brackets and exposed mounts, inset plates helped create the smooth, flowing lines that became a defining trait of early West Coast Customs.

Frenched Headlights

A signature custom touch born in the 1940s, this modification involved recessing the headlights into the fenders for a flush, integrated look. By eliminating factory bezels and blending the lights into the body, customizers gave their cars a refined, futuristic appearance that remained popular for decades.

Shaved Trim

One of the simplest yet most effective ways to refine a custom car’s appearance. By removing factory badges, door handles, and excess chrome, builders achieved a smooth, uninterrupted look that emphasized the car’s body lines. Often paired with hidden door poppers, this modification gave customs a sleek, almost futuristic presence on the street.

Solid Hood Sides

A classic pre-war custom trick that carried into the 1940s, replacing factory-vented hood sides with smooth, solid panels gave cars a more refined and seamless look.

Removed Running Boards

A popular modification that gave cars a lower, more streamlined profile. By eliminating the running boards and extending the rocker panels, customizers created a sleeker, more upscale appearance reminiscent of high-end coachbuilt cars. This simple yet effective change made early customs look more modern and refined.

Fender Skirts

A signature custom touch that enhanced a car’s flowing lines by covering the rear wheel openings. Inspired by luxury cars of the era, skirts gave customs a smooth look, making them appear lower and more refined. Often paired with lowered suspensions and wide whitewall tires for maximum effect.

Custom Bumpers

Swapping out factory bumpers for more stylish alternatives was a popular way to personalize a custom. Ripple bumpers and 1940 Oldsmobile bumpers were among the favorites, adding a touch of elegance or a more aggressive stance.

Spotlights

A popular accessory that added both style and function, spotlights became a staple of 1940s customs. Often mounted in pairs on the A-pillars, they gave cars a high-end, almost factory-luxury look. Appleton spotlights were the gold standard, prized for their sleek design and ability to swivel, though most were installed purely for style rather than function.

Cowl-Antenna]

A subtle but stylish modification, relocating the antenna to the cowl kept the car’s lines clean while maintaining functionality.

Push-Button-Operated Doors

A high-tech touch for the 1940s, replacing traditional door handles with hidden push-button mechanisms, gave customs a sleek, futuristic look. This modification not only enhanced the car’s smooth, uninterrupted lines but also added an element of mystery and sophistication.

Custom Hubcaps

A must-have accessory in the 1940s, custom hubcaps added flair and individuality to any build. Single-flipper hubcaps were a popular choice.

Custom Grilles

Swapping out stock grilles for more elaborate designs was a signature touch of 1940s customs. Builders often borrowed from Cadillac, LaSalle, or Packard to create a more upscale, distinctive front end. A well-chosen grille could completely transform a car’s personality, giving it a luxurious or aggressive look.

Lowered Suspensions

A key element of the early custom look, lowering a car’s suspension gave it a sleeker, road-hugging stance. This was often achieved by de-arching the leaf springs, a simple but effective method to bring the body closer to the ground. A lower ride height enhanced the car’s streamlined appearance and set it apart from stock models.

Carson Tops

Developed by Amos Carson and perfected by Glen Houser at Carson Top Shop, the Carson Top was a non-folding, padded convertible roof that gave cars a luxurious, sleek profile. It became a defining feature of high-end customs in the 1940s.

Impact of World War II on Custom Car Culture

The outbreak of World War II temporarily halted the progress of the custom car movement as material shortages, fuel rationing, and restrictions on civilian car production made it difficult for enthusiasts to modify or even maintain their vehicles. However, the war had an unintended positive impact on the industry. Many young servicemen received extensive training in welding, machining, and fabrication—skills that would later prove invaluable in car customization. Exposure to European sports cars and racing culture further influenced their tastes and ideas, introducing new design concepts that would shape the post-war era. When the war ended, a booming economy provided returning veterans with disposable income, allowing them to invest in automobiles and modifications. This combination of technical expertise, fresh inspiration, and financial means led to a resurgence in car culture, laying the groundwork for the explosive growth of the custom car scene in the late 1940s and beyond.

The Post-War Boom and the Lead Sled Era

By the end of the 1940s, the custom car scene was experiencing unprecedented growth. The return of automobile production in 1946 meant newer cars were available for modification. By 1950, the supply was catching up with demand, and prices quickly began to fall. According to Albert Drake, a complete Model A could be had for as little as $5-20 in the late 1940s, "although the average price was somewhere around $75."^[2]

The Barris Brothers, the Ayala Brothers, and Valley Custom Shop rose to prominence in the late 1940s, each bringing their own unique style to the movement. Meanwhile, the first car shows and automotive magazines dedicated to customs began appearing, solidifying the genre’s place in American car culture.

Bill Burke and the First Belly Tank Streamliner

Bill Burke's P-51 Belly Tank is known as the first Belly Tank Streamliner racer. Bill was racing on the dry lakes long before the war started. While stationed in the South Pacific during WWII he saw potential in using a belly tank as the body for a dry lakes car. Shortly after returning home from the war he built his first Belly Tank Streamliner. In 1946 he raced his brand new car. Burke was the first to run a belly tank in the "Streamliner" class and ran at both El Mirage and Harper Dry Lake. The first Bill Burke streamliner used a small 165-gallon steel wing tank from a P-51 Mustang. The car was a front engine design, and a bicycle seat was welded to the torque tube for driving.^[3]