same dimensions as the 1936 US Model 68. Most Pilots were four-door saloons, based on the 1935 USA Model 48, but Estate (Shooting Brake (Woody)) versions were also built. The chromed brass front windscreen could be opened for ventilation, pivoted about a top hinge. Leather upholstery was standard, and the trim on all interior window frames and the dashboard was made of Bakelite plastic. Trafficator-type indicators were standard, and a hydraulic four-jack system was optional. Production ended in 1951 when Ford replaced the Pilot with the Zephyr. Like other Fords of its era, the Pilot had vacuum-driven wipers powered from the engine manifold, with a vacuum reservoir tank to improve performance under load, whereas wipers on US cars without the reservoir tended to work much more slowly or even stop under full throttle or under load. The car was reputed to accelerate from 0 to in 21 seconds, have a top speed of , and return . Commercial versions of the Pilot saloon were also offered, such as vans, pickups and some coachbuilders also built hearses upon the chassis. Some hearses based upon the Pilot had a lengthened wheelbase and increased length made by using imported American components. The Pilot vans and pickups were the only light commercial vehicle offered with a V8 in the UK, and although that greatly improved their speed and carrying ability, it was not economic for most fleet users. Thus, after the discontinuation of the Pilot range only the E83W models were kept on in production. Pilots were also exported to some European markets, including Norway, where a local company called "Elverum Karosseriverksted" converted them into ambulances. Australian assembly Ford Australia introduced the Pilot to Australia in 1949, importing the model in both fully assembled and semi-knocked down form. Initially dearer than the Canadian Ford Custom V8, its price was gradually reduced in relative terms until it was cheaper than the Custom. A coupe utility variant was also produced. In fact the Pilot was sold new in Australia until well into the 1950s. Such importation (along with that of the Ford Prefect and Anglia) was essential in maintaining a presence in that country after a refusal by the then-Federal Government to provide any direct financial assistance to produce a local car (this despite Ford providing a more detailed and comprehensive proposal than GMH, and despite the fact that many millions of pounds had been invested