1955
1955 EVERYTHING in Detroit seemed to change for 1955, as if the entire auto industry awoke at once and shook off the last remaining traces of its cautious postwar mind-set.
In a short span, car designs transformed from the complex multiple curves drawn in the 1940's to clean, modern sweeps of sheet metal that reflected a new era of American optimism. With the economy booming, a horsepower war that would last more than a decade began to escalate, and even the cars' electrical systems joined the revolt against the status quo.
This sea change was most apparent at Chevrolet, where a new car riding on a new suspension and powered by a new V-8 engine made its debut. Car buyers concluded that Chevrolet got it right in 1955 - it was Chevy's best year to that point - and a half century later, collectors still laud the '55 models as watershed designs. Sales set a record that was not eclipsed until 1960.
Traditionally, Chevrolet's role within General Motors had been to build low-price vehicles for practical-minded buyers. The approach was conservative, but in the years just after World War II Detroit sold every car it could produce without the need for bold designs or aggressive promotions. A vehicle shortage, created when factories were diverted to the war effort, resulted in pent-up demand that took years to satisfy.
By the early 50's, demand and supply came into balance once again, and automakers returned to selling cars rather than just taking orders for whatever the factory could build. Even after the introduction of new (though not radically different) models for 1953, Chevrolet stayed the course with an emphasis on value and economy. Ford, Chevy's main rival, was catching up in sales, and perhaps just as important, was becoming the car with the popular buzz.
It all changed when Chevy introduced its '55 models. Though the new car was about the same length as its predecessor, it was more than five inches lower. With a wraparound windshield and fenders that fit flush to the body shell, there was no way to confuse it with earlier Chevys.
The grille, an egg crate design strongly inspired by Ferrari, created quite a stir. A potential problem identified by prospective owners was not with its looks, but rather with keeping each of the small openings clean, as massive chrome teeth were the styling norm on American cars of the 1950's.
A 12-volt electrical system replaced the 6-volt circuits commonly used at the time; 12 volts remains the automotive standard to this day. Ford converted to 12-volt systems the next year.
Chevrolet's first modern V-8, with options up to 195 horsepower, arrived in 1955, lending credence to advertising that promoted the car as "The Hot One." The 265-cubic-inch engine, expanded and improved through the years, went on to a long successful career in Chevy cars and trucks.
Full-size 1955 Chevys were available in three series. The One-Fifty was the price leader, typically purchased with rubber floor mats and a three-speed manual transmission. There were 2-door and 4-door sedans as well as a 2-door wagon; salesmen in need of extra room for their wares could buy a One-Fifty utility sedan with no back seat. A 4-door One-Fifty in nice condition can be purchased today for less than $10,000.
The Two-Ten, the next step up Chevrolet's price ladder, added a coupe and a 4-door wagon to the line. Upgrades over the One-Fifty included features like added chrome trim, ashtrays, cigarette lighters and arm rests. Today, prices for the Two-Ten models are generally 10 percent to 25 percent higher than those of the One-Fifty series.
The best-dressed of Chevrolets of 1955 wore the Bel Air nameplate. A wide choice of models included the sporty 2-door Nomad station wagon as well as the Bel Air convertible. Expect to pay from $25,000 to $50,000 for a nice original '55 Nomad. A Bel Air convertible sharp enough for weekend drives will run between $45,000 and $70,000, depending upon colors, options and condition.
The transformation from frumpy to cool that began in 1955 for Chevrolet (and across much of the industry) has proved durable. Teenagers, automotive style leaders and early adopters, all of whom had steered clear of Chevy showrooms that were long on practicality but short on style and performance, struck up a loyalty that for many still holds true 50 years later.
There is a lesson here, one that only takes a few minutes of watching traffic on a busy street to absorb: even with buyers' emphasis on choosing cars that offer the best safety features, gas mileage, reliability and crash-test results, cool still sells cars.
In a short span, car designs transformed from the complex multiple curves drawn in the 1940's to clean, modern sweeps of sheet metal that reflected a new era of American optimism. With the economy booming, a horsepower war that would last more than a decade began to escalate, and even the cars' electrical systems joined the revolt against the status quo.
This sea change was most apparent at Chevrolet, where a new car riding on a new suspension and powered by a new V-8 engine made its debut. Car buyers concluded that Chevrolet got it right in 1955 - it was Chevy's best year to that point - and a half century later, collectors still laud the '55 models as watershed designs. Sales set a record that was not eclipsed until 1960.
Traditionally, Chevrolet's role within General Motors had been to build low-price vehicles for practical-minded buyers. The approach was conservative, but in the years just after World War II Detroit sold every car it could produce without the need for bold designs or aggressive promotions. A vehicle shortage, created when factories were diverted to the war effort, resulted in pent-up demand that took years to satisfy.
By the early 50's, demand and supply came into balance once again, and automakers returned to selling cars rather than just taking orders for whatever the factory could build. Even after the introduction of new (though not radically different) models for 1953, Chevrolet stayed the course with an emphasis on value and economy. Ford, Chevy's main rival, was catching up in sales, and perhaps just as important, was becoming the car with the popular buzz.
It all changed when Chevy introduced its '55 models. Though the new car was about the same length as its predecessor, it was more than five inches lower. With a wraparound windshield and fenders that fit flush to the body shell, there was no way to confuse it with earlier Chevys.
The grille, an egg crate design strongly inspired by Ferrari, created quite a stir. A potential problem identified by prospective owners was not with its looks, but rather with keeping each of the small openings clean, as massive chrome teeth were the styling norm on American cars of the 1950's.
A 12-volt electrical system replaced the 6-volt circuits commonly used at the time; 12 volts remains the automotive standard to this day. Ford converted to 12-volt systems the next year.
Chevrolet's first modern V-8, with options up to 195 horsepower, arrived in 1955, lending credence to advertising that promoted the car as "The Hot One." The 265-cubic-inch engine, expanded and improved through the years, went on to a long successful career in Chevy cars and trucks.
Full-size 1955 Chevys were available in three series. The One-Fifty was the price leader, typically purchased with rubber floor mats and a three-speed manual transmission. There were 2-door and 4-door sedans as well as a 2-door wagon; salesmen in need of extra room for their wares could buy a One-Fifty utility sedan with no back seat. A 4-door One-Fifty in nice condition can be purchased today for less than $10,000.
The Two-Ten, the next step up Chevrolet's price ladder, added a coupe and a 4-door wagon to the line. Upgrades over the One-Fifty included features like added chrome trim, ashtrays, cigarette lighters and arm rests. Today, prices for the Two-Ten models are generally 10 percent to 25 percent higher than those of the One-Fifty series.
The best-dressed of Chevrolets of 1955 wore the Bel Air nameplate. A wide choice of models included the sporty 2-door Nomad station wagon as well as the Bel Air convertible. Expect to pay from $25,000 to $50,000 for a nice original '55 Nomad. A Bel Air convertible sharp enough for weekend drives will run between $45,000 and $70,000, depending upon colors, options and condition.
The transformation from frumpy to cool that began in 1955 for Chevrolet (and across much of the industry) has proved durable. Teenagers, automotive style leaders and early adopters, all of whom had steered clear of Chevy showrooms that were long on practicality but short on style and performance, struck up a loyalty that for many still holds true 50 years later.
There is a lesson here, one that only takes a few minutes of watching traffic on a busy street to absorb: even with buyers' emphasis on choosing cars that offer the best safety features, gas mileage, reliability and crash-test results, cool still sells cars.
