1955 La Salle II (not a CCOTY nominee)
I hate to invoke the tired old cliche about hindsight being 20-20 vision, especially since it’s not really all that true. But it does allow us to have a much better sense of history than Motor Trend may have had at the time it gave out its COTY award. So we’re going to do our own CCOTY, for every year up to the present; maybe a couple of times a week. Here’s how:
You nominate any car that was built and sold that year, and others will add to your nomination by replying to that particular comment thread. Presumably, from the strength of your nominations and subsequent comments a winner will emerge. Or not. There’s not going to be any official objective voting per se; just a chance to debate what was the most important car of the year.
Let’s define that a bit better, although we’re going to avoid any hard and fast rules: we’re looking for the car that had the greatest historical significance or impact; whether that was through its design, technology, market impact, or any other relevant criteria. Of course, if you just really love a particular car, bring it on too.
Understandably, this is going to be rather US-centric. But that doesn’t mean we should exclude significant cars from around the world. Like I said, it’s going to be pretty wide open; the point is to better understand what happened in history that shaped the subsequent automotive landscape.
One more thing: it doesn’t have to have been an all-new model that year, since that can get difficult to determine. And just for reference, I’ll list the car chosen by MT for COTY. Rather curiously, there wasn’t one given out for 1955. Must have been a dull year, automotively speaking. I suspect we’ll be able to improve on that.
I’d like to nominate the MB 300SL gullwing. 1955 was the first year for the gullwing doors. It had the fastest top speed for a road car at that time and the first direct injection system in a road car.
I’m going to nominate the VW Beetle, not because of any personal sentiments about it, but because in 1955 its sales in the US suddenly exploded, and it became a sensation. Needless to say, it ended up completely up-ending the American automotive market, and led to the demise of the hegemony that the Big Three had. The first truly successful import car.
I can’t really say that I have given the VW’s significance in 1955 any serious thought. Hmmmm. Let me get back to you on that.
I’d go for the Beetle of almost any year, from a design, engineering and quality standpoint, but also would argue that the 1960s were the point where they really became a cultural icon. 1955 production was about 280,000 units, where ten years later in 1965, production topped one million annually for the first time at over 1,090,000 units.
I would say the 1963 model year was more significant (“fresh air heating!”), or possibly the 1967 (12 volts, finally!).
I’m with you on that Ed, since mine’s a 63
55 Chevy with small block V8
As tired as I am of the 55 Chevy, I do have to admit that it was a watershed car. The V8 engine that would replace the Ford flathead as the lingua franca of American hot rodders. The up-level Bel Air with a V8 engine and an automatic transmission may have been the first serious crack in Alfred Sloan’s grand hierarchy at GM.
I think it forced Pontiac to really come up with an image. But that same year Pontiacs stepped up their game with an equally new V8, backed by the more sophisticated (well….) Hydramatic. I think there was still enough of a gap between a Bel-Air and a Star Chief through the 1959 models. Which, ironically was the first year Pontiac really established a unique image.
“As tired as I am of the 55 Chevy”
Blasphemy!
Like it or not, the 1955 Chevy Bel-Air in all its available styles.
Although my favorite is and always will be the ’57.
Voting for the ’55 Chevy upsets the contrarian in me, but cream always rises to the top. Other posts make mention of the Chevy’s breakthrough technology, but let’s not forget that the platform was a fundamentally good car, relatively rust proof, and perhaps the best long-term purchase available in ’55.
In fact, those who held onto certain models and trim levels have seen significant appreciation. A model that cost $2,200 in 1955 dollars could now be worth $35,000 (or more). In today’s dollars, that initial $2,200 is worth a mere $18,500.
Try that with a 1955 Rambler!
” The up-level Bel Air with a V8 engine and an automatic transmission may have been the first serious crack in Alfred Sloan’s grand hierarchy at GM.”
The ’55 Nomad did the job of putting nails in the coffin of Sloan’s grand corporate hierarchy at GM especially well, and even more so when you know that the Tri-Five Nomads were priced and equipped competitively with Cadillacs, Imperials, Chryslers, Lincolns, and imports of the day.
Oh crud, I just realized that my reply went to Zackman’s comment and not to JPCavanaugh’s comment which is where I meant to put I under.
The ’55 Cadillac was ‘the standard of the world” at the time. This was the car that made tail fins cool. As great as the ’55 Chevy was, any one of their owners would have gladly taken the Caddy instead.
+1
You’ve got to choose either the ’55 or the ’57 as a COTY, and the ’55 is the better choice. The launch of the SBC is a bigger milestone than restyle for ’57. It wasn’t the first mainstream OHV V8, but it was by far the most enduring, living at least 48 years (in tooling) and arguably surviving today (in concept). It was also a major departure for Chevrolet, which until then was synonymous with inline 6 cylinder engines.
I, too, have a soft spot for the DS, but it’s innovations did not set trends, and its quirkiness was one of the factors that doomed Citroen as an independent manufacturer.
And I agree with Paul that the Bug should be the car of some year or another, but I don’t think it deserves to be chosen ahead of the Chevy in ’55.
Oh la la !
1956 Ford Sunliner because it just looked so damn good.
Some people just have to test the rules 🙂 1955, Kevin, 1955!
You all know I’m going with the Citroen DS, even if it was a late 1955 debut….
Another vote for Citroen DS, certainly the most advanced in 1955 and subjectively just amazingly beautiful car.
It’s hard not to go with the DS on emotional and aesthetic grounds.
You beat me to it Laurence – that’s where I’m throwing my vote too
Really has to be the DS – it was like a spaceship in comparison with other cars in ’55.
One more for the DS. If for nothing else it showed how far behind American manufacturers were.
My choice – the 1955 Chrysler C-300. First, Chrysler Corporation had been slowly sliding into oblivion since the 1940 death of its founder (and there are those who argue that the slide has never really stopped.) The arrival of Virgil Exner and a $250 Million loan from Prudential Life Insurance Co. paid for the cars that brought Chrysler back to relevance. Add in the fact that Chrysler’s Hemi was not the most powerful showroom stock car available and singlehandedly put the horsepower race of the early 50s into hyperdrive. The Banker’s Hot Rod, taken to a whole new level.
I will second the 300C. It was the first, I believe, of an up level performance oriented performance coupe. Distinctive yet based on an existing line. Like the 62 Pontiac Grand Prix.
In reality though you could also blanket the whole 1955 Chrysler Corp line up as the cccoty for 55.
I’ll go with the C-300 as well. As for sliding into oblivion, I’ll go more with the choices of design then KT Keller chosed for 1949 (Chrysler had once planned a well designed 1943 Plymouth who predicted the design of the 1949 Nash and got some design influences from the 1941 Thunderbolt show car). They still sell well during the first years but the 1949-51 Fords gained traction thanks to its design. The direction of design taken for 1953 and the Chevy-Ford sales war didn’t helped either. What if Chrysler had bring the “$100 Million Dollar look” one year early in 1954 instead of 1955?
I am torn between the 55 Chev, and the 55 Chrysler 300C, but, although I am not a Chrysler man, have to go with the 300C, thanks to outboard legend Carl Kiekhaefer (founder of Mercury Marine) and his TOTAL dominance of NASCAR in 55&56 with those cars. That story would make a great CC article all by itself.
I finally made it to the party. 🙂 As someone that appreciates a fine Banker’s Hot Rod, I’ll agree with your C-300 nomination. I believe the C-300 really cleaned-up in NASCAR too.
I must admit though, when I read Paul’s intro but before jumping to the comments, my first thought was, “The 55 Chevy’s going to win.”
Maybe
I’ll be the contrarian here and nominate the Boeing B-52 Stratofortress, which entered active service in 1955. There are ~85 still on active duty today. It was the first swept-wing heavy bomber, and has proved to be an incredibly flexible “platform.”
Maybe you could pitch it as the pre-cursor of the Hummer and the Cadillac Escalade.
Can I be early? The 1970 Chevrolet Impala.
Is waiting that hard?
Sorry, misunderstood the op topic.
My dilemma: the ’55 Chevy (first sold in late 1954) was clearly the North American and shorter-term COTY, while the Citroen DS, (first sold in late 1955) was clearly the global and long-term COTY.
Everyone knows about the ’55 Chevy’s new small-block V8, right size and fresh style. Jim makes a great point about the Chevy’s effect on the brand hierarchy. Post-war Cadillac introduced the modern high-compression OHV V8, effective automatic transmission, power steering, brakes, windows and seats, and air conditioning. All these options were available on the ’55 Chevy, and rapidly became the standard American car for a generation.
The following generation was first embodied by Citroen’s DS. Look at the cars on today’s roads: aerodynamic unit-bodied four-door sedans with front wheel drive, power disc brakes, radial tires, spacious flat-floored interiors and lots of glass. By 1980 this was common in Europe and Asia, though there were still many older RWD platforms in production. By 2005 it became universal.
Both cars appear here, in scale with one another: 1955 Chevy 115″ wheelbase, Citroen DS 123″.
Well… I’d say that either people were much smaller back then, or the picture of the DS is not drawn to scale… I don’t believe in the CItro having 10+ inches of head room that would by ridiculous even for such a wonderful car )
1955 Citroen DS. I’ve never seen one up close.. and I’ve only seen a few of them (all in Europe). I’d love to able to just experience one up close.. if only to open the door and just sit behind the wheel. Driving one would be almost too much ecstasy (or so I imagine). I know.. it’s as if I’m talking about a centerfold in a girlie mag.
Your photo makes me think of two Franco-American influences, one each way:
1) The DS hood and headlights look a lot like Raymond Loewy’s ’53 Studebaker Starliner. Like the DS, Loewy was born and raised in Paris.
2) Ever notice how the DS top resembles GM’s “flying wing” hardtops? The top, which was unusually distinct from its C-pillar.
Citroen DS styling influences could be a whole other article.
PS: Makes me wonder what a “flying wing” Starliner sedan would have looked like…maybe in the ’55 models. 😉
I’ve always thought it was very likely that the DS front end was inspired by the Studebakers of the time. Later on, lots of roadster-type cars had hoods that gently sloped all the way down to the bumper and single headlights in tubular pods – but in the early-mid 50’s it was only the Studes that looked like this. They even had a chrome grille that carried the hood line and was (somewhat) integrated into the bumper by 1955.
There are so many cool possibilites but I would have to side with the 1955 Chevrolet. This car put so many people on the road with V-8 power and revolutionised hot-rodding.
The DS was a cool car but not suitable for for our conditions. It would not be a good Interstate cruiser and the lack of a/c would make it rather uncomfortable in summer. Even more significant was the lack of automatic transmission.
I think my problem with the ’55 Chevrolet that there were a few cars a bit too close in concept: Cheap modern V8 motoring for the Mainstream, to a number of predecessors.
There were plenty of cars just out of reach of a 1955 Bel-Air that had been on the market already: The 1949 Olds Eighty Eight, The 1951 Studebaker Commander, The 1953 Dodge Coronet. The Chevy didn’t break new ground, it just got all the pieces right at the lowest price point, due to GM’s massive market share.
It’s pleasant enough, but…
Good points, but the ’55 Chevrolet put modern V-8 motoring into the hands of average working stiffs and presented it in a way that no other car company could. The Olds 88 was hardly just out of reach. It was at least 30% more expensive, that in a time where you needed at least 20% down to buy a new car, more likely 30%. People actually looked at prices then, not just monthly payments.
But the Studebaker, Dodge and newly modernized ’54 Ford V8 (and slightly upmarket Mercury) weren’t. And I’m pretty sure Ford had been putting “V8 Power” in the hands of Working Stiffs since 1932…..
The 1955 Chevy was a sweet spot in price (and notably Buick’s V8 Special lured enough “Working Stiffs” out of Low Priced 3 showrooms to springboard them past Plymouth for a few seasons). It wasn’t anything extremely new other than a Great V8 engine and a sturdy chassis.
I’ll give it “Perfection of a Concept” but beyond that it was really just the 1992 Camry of it’s day.
I am torn between you and Laurence’s arguments here. An everyman’s V8 had been in Ford showrooms for over 20 years, and the 1954 Y block was certainly modern. The Studebaker Champion offered a very good small V8 in an inexpensive car too (and several years before Chevy).
But where the Chevy comes through is where its V8 engine picked up where the Flathead Ford left off – as the engine that would power a majority (or close to it) of vehicles on the road for the next 30 years, and beyond. That is certainly some staying power. I have said before that it was far from the best V8 on the market (ever?) but in reaching critical mass early, it became the most common (and most commonly modded) V8 out there. And all these years later, it still is.
DavidSkinner echoed my feelings precisely – I hate to admit it, but the 55 Chevy may be the car. (although I am not giving up on my Chrysler C-300 nomination. Need a little help here – BOC? ImpCap’n? Anybody?)
JP, I agree with you 100%. The C-300 is a milestone and ran with the idea of a banker’s hot rod that the Buick Century started some twenty years before. But the ’55 Chevy has a lot going for it too; it did set the mold for the affordable flashy V8 family car that the average Joe Lunchbucket could buy.
I’d also expand it a bit to include the ’55 Ford and Plymouth; with their V8s, Easter egg colors and trim, and the appearance of convenience and luxury options on the higher end models, they represented a clean break with the stodgy and plain low priced three of the preceding years and presaged the panty-cloth LTDs, formal-roofed Caprices, and fake-burl Fury VIPs that appeared a decade later.
If I recall correctly, you could only get the Studebaker V-8 in the Commander for the first few years, and the Commander was not exactly cheap. I believe it was firmly in the medium-price field.
I stand corrected. For some reason I was thinking that there was a Champion V8 as well, but it does not appear that this came about until maybe 1955.
DS was available with some sort of semi-automatic transmission. By the time they were available in the US, AC was available.
How about the ’55 Thunderbird. It was Ford’s answer to the two-seater sports cars with a different flair, a V8 and the availability of power accessories. It was the first mass produced personal luxury car, which later and with the addition of a back seat became a market all it’s own.
1955 Corvette: The debut of the 265 CI V-8 but most importantly, the debut of Zora Arkus-Duntov as Corvette Chief Engineer. These 2 factors turned the Corvette from a boulevard cruiser into a serious American sports car. Without the V-8 and Duntov, the Corvette would have went the way of the early T-Bird. Everything that came after was a progressive evolution of that year Vette. Every car mentioned here is gone, but the Corvette carried on, with small block power in the engine room and the spirit of Duntov in each and every Vette…….
I must have two votes, just one is too constricting. So apart from Citroen DS I first wanted to vote for Tatra 603 but it was launched in 1956 so no go. Then I thought maybe Jaguar XK140 but it was already quite old by that time. Thus my second vote goes to the original Alfa Rome Giulietta, a truly beautiful car.
Citroen DS without a doubt the most revolutionary car of its era. 55 Hillman Minx finally gained a OHV engine and nobody cared.
“55 Bel Air, for personal reasons. Dad’s first new car was close-a white-over-green 210 model with Blue Flame Six and Three on the Tree, but it was a new car and set the stage for our expectations for family transportation. Followed by a 62 Bel Air, 68 Catalina, 78 Impala, 80-something Malibu and then, well, there was that Citation, and at last the 97 Century. OK, the Citation was pretty plain, and there was that pumpkin-colored Collonade (colon-aid?) 73 Malibu, but Mom bought that one the summer Dad was sick. The Century is a plain white, but I kinda like the window line. Dad always drove a nice looking car, well-maintained and usually clean, even with our gravel roads. Heck, even his pickups were mostly cool-an aqua 56 Ford, a blue 65 C-10, (OK, there was that 75 red thing, a C-10 with a final drive ratio of about 0.2) and at last a red 84 Silverado. He set the standard my brother and I still try to live by: NO UGLY CARS. It started in our family with that ’55 Chevy.
I just thought of another: the 1955 Packard. Its claim to fame is that it may be the most ambitious product of an independent manufacturer. New in-house designed and built V8 engine (largest in the industry), new in-house designed and built Twin-Ultramatic transmission, in-house designed and built Torsion-Level suspension, and a heavily re-designed (though not completely new) body and frame. No independent (at least in the U.S.) would ever again bring out a new car with this level of innovation and engineering know-how. Oops – I forgot the Packard-designed Twin Traction limited slip differential, that I believe was later licensed throughout the industry.
I figured I had better get this one out there, because if we are moving forward from 1955, this will be Packard’s last call. The 56 was merely known for improving build quality, and by 1957, not even old Stude-loving me will nominate another Packard.
Even though that ’55 (and ’56) Packard was the last real Packard that was a Packard through and through, it certainly deserves a spot in people’s thoughts re 1955 cars because of all the innovations jpc mentioned. Let’s face it, 1955 was quite a watershed year for American cars. Mentally running down a list of car names for that year, I really cannot think of one that I hated then, or don’t care for now.
1955 was the year when absolutely every make of car was available in pale yellow with a white top and green interior. Cadillac, Mercury, Chevrolet, Studebaker, everyone had it. I never have figured out why…did all the paint and upholstery guys have a trade show in mid-1954 where they decided that?
I will close by mentioning the 1955 cars I’ve owned: a black and white Packard 400 2-door hardtop, a white and yellow on green Mercury Custom 2-door sedan with 3-speed, a red and white Montclair 2-door hardtop with overdrive, a red and black Monterey 2-door hardtop with Merc-O-Matic, and a 1955 Dodge Coronet 4-door with V8 and 3-speed. I didn’t have the Dodge for more than a week or two, don’t think I ever even put gas in it – this was before I became a Mopar freak – but I enjoyed each of the other 1955 cars I had.
Another good one I hadn’t considered. If we’re doing this in true CC spirit, this probably would be the CCOTY hands down. It definitely deserves honorable mention in any case…
the original 55 t-bird. pink or turquoise.
I’ll be contrarian and put out an odd choice:
1955 was the debut year of the Willys Jeep CJ-5.
Now…this takes some explaining – so I shall. No, the Jeep as a concept was not new; but the CJ-5 took the body into the 1950s. The stubby running boards behind the fenders were gone; the brake-formed fenders were replaced with rounded, contoured lines. While still a Jeep, the package looked more modern; and was augmented by the still-new F-Head Willys engine.
Nor was the body new for 1955…it was a civilian release of the M38A1, which debuted in 1951. But the Army claimed ownership of the design; and it wasn’t until 1955 that, however it happened, Willys was allowed to release it to the public as their own model.
Of course, it caused nary a stir on the sales chart – that year. A perennial gas-station and park-ranger favorite, it was destined to become the greatest all-time sleeper model and explode in popularity as a sixteen-year-old design.
Suddenly becoming popular with sportsmen in the 1960s, the CJ-5 got a boost in its public presence when the whole Kaiser-Jeep business was sold to American Motors. Suddenly there was brightwork and chrome, in addition to the new V-6 engines.
AMC’s patchwork update on the CJ-5 actually had serendipity on its side. Replacing the V-6 with their own in-line six, visually similar to the Chevy six, made for a feeling of familiarity with buyers. The Renegade and Levis packages gave it a sporting image.
And by ignoring the style, by not changing appearance from inception, except for a three-inch engine-bay stretch…by ignoring trends, the CJ-5 became THE trend. The advance force for a torrent of SUVs and CUVs…led by average drivers’ discovery of the advantages of four-wheel drive.
And the style was to live on even beyond the 28-year life of the CJ-5. The CJ-7, which carefully kept the styling cues on a streched chassis, continued on until 1986. That’s an amazing time for a budget-driven stamped-steel-slotted grille utility machine to survive.
There were others; and some of the others were more durable or refined. But the Jeep was THE halo car; the icon; the symbol. The Scout and Land Rover never caught the eye of Americas as did the Jeep; and even in places where the Land Rover was celebrated, the Jeep garnered respect.
In 1956, almost nobody knew that Willys had released a world-changing model and was selling it in its second year. But by 1986, only lawyers and a coming corporate reorganization could kill the Jeep CJ-5’s descendant.
Wow this is an exceptionally good argument for a car which I hadn’t considered at all… the CJ-7 was nothing more than a stretched CJ-5 and that carried on until 1986 – which would mean that the same basic M38A1 body first built in late 1950 was being sold new in showrooms some 35 years later. Amazing… and the inline six under it’s hood was nearly as old!
It comes down to: Citroen DS vs. ’55 Chevy
A fine Bordeaux with a cheeseburger? Sounds like a hearty meal to me!
The 55 Chev was pretty far out for Chevrolet but it really wasnt that special. The DS was a farout design for something with wheels never mind you could buy one it quite a wonder as a device its suspension has yet to be bettered and RR spent millions trying then licenced the Citroen system its cd was low for a road car . The Chev had 1 new feature the engine the SBC
Well, with my user name and avatar, it has to be a ’55 Chevy (but a Bel Air with V8 and Powerglide).
I’d say the DS as well but the Beetle is a close runner up.
What about the Lincoln Futura show car, which had a Hollywood career after a stint on the sh-ow circuit?
I think only production cars should be honored. Also, be model year specific. Not by introduction date, i.e. first Mustang should be nominated for 1965, not ’64.
For MY ’55 I stick with standard Chevy, it was a new generation of “Hot Rod”. It can also cover the other Tri-Fives. For 56, 57, then nominate other brands.
And, for the VW Beetle, I’d suggest that the mid 60’s version, the ‘Love Bug era, when it really went mainstream US, could be nominated.
’55 Chevy, hands down.
IINM, ’55 was the first year VW imported Beetles into the U.S. itself, as opposed to working through an independent distributor, so in that respect it was the Beetle’s first “real” year in the U.S. It’s a worthy choice, as are the DS, the 300, and the CJ-5.
But, from a US-centric perspective at least, it’s gotta be the ’55 Chevy.
The 55/56/57 are pretty much the same car but the 56 fades from memory because it wasn’t first with anything that I can recall. The 55 changed virtually everything. The 57 came out with the 283, FI- 1hp/cid, and the black widow that dominated NASCAR. From the looks of the comments I don’t think the 57 will stand much chance. Probably be beaten by a Fiat or something.
Ford did give everyone a shot at V8 power in 1932 but their 54 effort was miserable. The Y blocks starting with the 272/292/312 weren’t so hot. If you wanted a hot rod and didn’t want a heavy engine, the sbc was your choice from 55 until I quit looking. Duntov took care of that by making speed parts available and interchangeable. The 265 quit being popular when the 283 came out in 57 but it was the first.
CC of 55 was the 55 chevy of any type but with the 265 and especially the 265 power pack.
I too nominate the C-300. New styling, brash, fully American. The ’55 Chevy is my favorite of the 55-56-57 trio, but I think the Chrysler took no prisoners.
I’d hold off on the VW until ’67 or ’68 when they were just kicking ass everywhere with that little simple, well built machine.
The DS. Almost everything about it was new and/or revolutionary. It’d be a front-runner for Car Of The Century too. That’s not to say I’d have one though, a nice ’55 Chev V8 would be much more appealing engine-wise (and especially engine-sound-wise).
I don’t know which of my favorite four candidates I want to vote for the 1955 COTY so I’m going to vote for all of them. These candidates are:
*Citroen DS
*Chrysler 300C
*1955 Packard
*Willys CJ-5
Late to the party but here are a couple more cars that I think are worthy of consideration
– Alfa Romeo Guilia (sedan, GT & spider)
– Fiat 600
– MGA