In 1955, it would have been impossible to predict just how much lasting influence the 1955 Chevrolet would have for many decades to come. Who could have imagined then that the ’55 Chevy (and its ’56 and ’57 successors) would be a highly collectable classic, in stock or modified form?
The 1955 Chevrolet was arguably the best and most significant American car of its time, and the most important new Chevy since 1929. No other car, never mind a low-cost one, offered such a superlative balance of styling, handling, economy, comfort and of course performance. Its brilliant new small block V8 instantly made the ’55 Chevy the fastest accelerating car in the land.
Motor Life tested a new 210 V8 sedan. They noted that the new Chevy was a very ambitious bid for dominance in the market, and that its outstanding style, performance and handling destined it for success. But immortality was not on of the list of its observed qualities. That would come soon enough.
ML starts out by noting that the new Chevy more fully resembles its more expensive GM stablemates. This was true, especially since the ’54 Chevy was a rather blowsy attempt to conceal its 1949 body whereas Olds, Buick and Cadillac all had smart new Motorama-inspired bodies in 1954. The visual difference between Chevy and the senior GM brands had been quite modest back in 1949, but that gap had grown since then. Now it was drastically narrowed.
And it wasn’t just looks; Chevy’s new V8 engine also posed a genuine threat to the higher-priced brands. With the revised Powerglide that had more low-speed snap and quicker shifts teamed with the new 265 cubic inch V8, Chevrolet offered smooth and brisk acceleration and a 100+ mph top speed.
Handling also got a major upgrade thanks to a new ball-joint front suspension and rear springs set significantly wider apart. A lower center of gravity thanks to a 6″ reduction in height enhanced handling as well as looks too.
The ’55 Chevy was deemed the most important new car from the brand since the 1929, which revolutionized the market with “a six for the price of a four”, and thus finally leapfrogged Ford’s Model A.
There were four engines available; two versions of the highly-proven 235 six, the base 162 hp 265 V8 and a power-pack version of the V8 with a four barrel carburetor and dual exhaust. The 180 hp version teamed with a 4.11:1 rear axle and manual transmission zipped from 0-60 in under 10 seconds and the 1/4 mile in 17.4 seconds in a test by Road and Track, which wrote “it certainly appears…it will out-accelerate any American car on the market today!”
ML tested the 162 hp V8 teamed with the revised Powerglide, and its 0-60 time was a respectable (for the time) 13.9 seconds. ML praised the combination, and noted that in a series of comparison tests, PG equipped cars were equal or quicker than manual-transmission cars, due to the loss of momentum while shifting the manual, even if done quickly. This was a common experience at the time, and explains why PG was often chosen even by those with a performance bent at the time. The advantages of the torque converter were seen to be more than just convenience and smoothness. It was the new way to drive.
ML hit 98 mph with their tester, noting that the 180 hp version should readily exceed that. That too was a big deal at the time; a genuine 100 mph low-priced car.
The new suspensions system was praised, and ML noted that the Chevy “stays snug to the road at all speeds up to 70 mph.” Above that the stock suspension created “some side sway”, but HD suspension components were optional. Cornering was notably more secure, and the reduced steering wheel travel thanks to power steering made the Chevy feel like it was set up for the Mexican Road Race (then a hotly contested event).
Another new feature in ’55 was the availability of overdrive, which increased economy but also allowed performance-oriented drivers to choose a hot 4.11:1 rear axle ratio yet enjoy relaxed highway driving.
The new body and its interior had many advantages, including better visibility, a more attractive dash and enclosed steering column, hanging pedals, and instrument cluster design from the Corvette, and an improved ventilations system.
An accurate prediction: that the Bel Air hardtop will probably be the most sought-after model.
Actually the cleaner 210 hardtop is even more sought-after now by some, and one or more have even converted Bel Air hardtops to 210s.
The summation is that the new ’55 Chevy pretty much has it all. And the question posed was whether it would therefore steal sales from the somewhat similar-looking Oldsmobile. ML felt that a well-equipped Bel Air with the power-pack V8 would clearly seem to be a better buy.
It didn’t matter in 1955, as it was a blow-out year for just about all the brands. But the movement upmarket by Chevrolet (and the other low-priced brands) would turn out to be a factor in the market just a few years later, when in 1958 sales of large mid-priced cars crumbled.
The ’55 Chevy instantly took the performance world by storm. It utterly dominated the drag strips and the shorter stock car tracks. It made Chevy the hot performance brand overnight. And when the competitions’ new bigger-lower-wider ’57 cars turned out to be abysmally made, and Chevy’s own ’58 joined them with those qualities, the solidly-built lithe and trim ’55 and (and the ’56 and ’57) Chevys became the used cars of choice. The ’55 Chevy earned its legendary status twice: as a hot car and as a unkillable used car. It was a winning formula.
(color photos from the web)
Related CC reading on the ’55 Chevy:
Curbside Classic: 1955 Chevrolet – The iCar – GM’s All-Time Greatest Hit
Curbside Classic: 1955 Chevrolet Bel Air–“Nice To See You”–
Classic Car Show Capsule: 1955 Chevrolet Nomad – Stealing The Thunder From The High Priced Cars
Vintage R&T Feature: 1955 Chevrolet Six – Keeping A 12 year Old Chevy With 180k Miles Going
Vintage R&T Road Test: 1956 Chevrolet 210 205 HP – “The Hot One Is Even Hotter”
My New Curbside Classic: 1955 Chevrolet 150 Business Coupe – Look What Santa Left For Me
Motor Trend has always favored GM
(The Riviera was “fast” and the Taurus was “slow” when both had identical 0-60 times)
Ed Cole was responsible for this POS engine, with the cheesy high friction valve train and leaky valve covers, as cheap as you can make a V8.
He went on to engineer the Vega engine then the Northstar.
WTF
Every other V8 sold in the US from 55 to the LT1 was far better.
The popularity of this engine proves the intelligence level of the American people.
The article Paul is commenting on is from Motor LIFE.
This test was published in Motor Life, not Motor Trend. But thanks for straightening everything else out.
There are almost always teething problems with brand new engineering. As in this case, the issues were worked out within a year or so. “POS” engine? The market would vehemently disagree with you.
And, insult the intelligence of the American people at your own risk.
Move to North Korea and see how intelligent you will appear.
Tens of millions of Chevrolet small block were built, so Chevrolet must have been doing something right. It is also still in production.
Yes, it must have been some POS, over 100,000,000 made, the basic engine was in production over four decades, including two decades of emissions controls.
The fact that GM still makes crate SBCs, but Ford does not make crate Y-blocks (its 1955 contemporary), speaks volumes.
WTF is right. Ed Cole died in 1977. He had nothing to do with the Northstar.
Google is your friend.
I’ll give you the Vega, but most Americans would loudly disagree with you on the rest.
The reason those cars were so popular as used cars, even a decade later, is that durability-wise, they were far-superior to Ford and Mopar products of the same time. Add in good styling, and there you have it.
Go figure, he must be a die-hard-against-all-comers fact denying Ford guy. I’d wager that many experts might say that the small block Chevy V8 is the most influential US automobile engine of all time. It was Ed Cole’s greatest hit.
Gm cars from 55-57, and mid-sixties to 70 cars continue to be desirable due to the small block V8, which other makes (like 32 Fords) often use in their street rods. They are reliable and put out a good amount of power in stock form , and can be readiy modified with a plethora of performance parts. Classic and muscle car enthusiasts can still buy a number of brand new “crate engines” from GM dealers with warranties. Mechanics like the parts availability and serviceability of the small block V8. As an aside, numerous youtube mechanic channels have touted the GM 3800 V6 as the best engine for long term reliability, power and fuel economy. As far as the other two American automaker engines, many sources has touted the Mopar LA series 273-318-340 V8’s as comparable to the small block chevy v8..
The Ford 289 is also quite capable as a performer. Just look at it’s race history in the 60’s whether Shelby was involved or not.
My late father, Norman Koch could attest to the 100 mph top end. His “company car” in 1955 was this 210 two-door post. He topped the century mark with brother, Scott’s crib strapped to the roof, somewhere in Georgia on our Florida trip. Here, Mom is posing with it at the Ponce de Leon Motel in Daytona Beach, and Scott looks like he’s grabbing for the door lock knob to make his escape.
As a 30-year old with 4 children, Dad would still engage in a bit of stoplight dragging. I clearly remember being in his 1954 “210” and hunkering down while he raked through the gears with the “3 on the tree”.
For another perspective, here’s what Consumer Reports had to say:
Wow, what other car ever exhibited “exceptionally good staunchness on the road”? That alone insures the ‘55’s place in history.
(Continued). Despite the praise, CR rated the Plymouth slightly ahead of the Chevy because of Plymouth’s better seating comfort and smoother ride. Ford was rated below both, followed by Rambler, Studebaker, Dodge Coronet 6, and Willys, among “low-priced” cars.
I have seen that issue of CR, and if I recall correctly, they recommended the new Chevy V8 over the Six.
It’s been said many times on these pages, but as far as we’ve come in safety and engine reliability (EFI, electronic ignition, OBD, ABS, etc) this car was so ahead of its time and is essentially what all *good* three-box cars have become and even the CUVs that are the norm. The PG is essentially a CVT (yes, I know it isn’t really but conceptually, yeah, it’s a smooth, relatively shiftless transmission), it is big and roomy and corners well, it is dead reliable for its time and innovative (reverse lights! Tubeless tires! Lightweight V8!), there isn’t a ton of gingerbread, and most important… no liftover for the trunk. Why this wasn’t kept as an industry standard by all makers over time blows my mind. They got it so right with this and sales showed it. It’s still the bogey. We are all still living in the world of the ‘55 Chevy.
Very surprised to hear that the 210 2-door hardtop is now seen as more desirable than the Bel Air. Because it’s “cleaner”… hmmm. The only difference I can see is the lack of chrome trim on the front fender/door, plus the Bel Air has a slightly thicker rear trim spear with a white-colored inset. Still very tasteful and beautiful, in my opinion. Seems a real shame too that folks might be messing with original Bel Airs to “create” 210s out of them. Not a fan.
I wonder why the ’55 Pontiac got snubbed by the article. Maybe it was just an oversight, but they compared the new Chevy to the Olds, the Buick, and even the Caddy, but no mention of the Poncho.
Weren’t all five cars new for ’55?
Nice looking subject car. Love the color!
Olds, Buick and Cadillac were new in ’54.
They compared it to the Olds because it was a larger car all-round, and a more upscale one with more prestige. The Pontiac was just a Chevy with a somewhat longer nose.
Pontiac was a pretty weak brand in 55. Bunkie Knudsen’s revival began in 57.
We lucked into a new ’55 Chevy back in the day. After my dad died unexpectedly in 1954, my mom had a hard time fully depressing the clutch on our ’53 210 2-door sedan.
So she replaced the ’53 with a brand new ’55 210 2-door sedan with a manual transmission (still!) and a six (not the new V8). But the seating position was different, so she could reach the clutch. The car was resplendent in Skyline Blue with an India Ivory roof and an all-vinyl interior in matching blue and white.
This car was kept for 6 years, replaced by a ’61 Chevy and then a ’67. But of all of those 3, she always said she liked the ’55 the most.
“If we build automobiles for a thousand years we will still remember1955 as Chevrolet’s finest hour.”
Jerry Flint
“The Dream Machine”
Quadrangle 1976
I like this article, but I do doubt that more people want a Two-Ten Sport Coupe today than a Bel Air in the same body style.
Personally, I like the ’57 styling the least of the three years and the ’55 the best but the ’57 doesn’t seem to have the rustout issues over the headlights the earlier two years did in salt country.
I didn’t mean to say “that more people want a 210 hardtop”, but that the 210 has a bit of a cult following and that some have converted Bel Airs to 210s. I can see the appeal, although the Bel Air’s interior is nicer. Which makes the conversion even more appealing! 🙂
It would be interesting to compare the overall impact of the 1955 SBC with that of the 1932 Ford flathead V8. The introduction of their first V8s to the lowest end of the auto market by the two biggest auto manufacturers seems similar.
A good article .
The ’55 Chevy has always been my fave of the ‘tri fives’ .
I have a Consumer Reports magazine for 1958 and they were over the moon for the Plymouth…….
Listening to the inevitable sour grapes comments is funny .
-Nate
My uncle bought a ’55 210 for his wife- a coral and shadow gray 2 door. But looking at the photos above, I’m thinking it may have been a Bel Air. It wasn’t a 2 tone roof only, but had a lower 2 tone as well- roof, trunk, rear quarter panel. I believe this was only available on the Bel Air, which came with the factory paint divider trim. In any case, I much prefer the standard 2 tone roof only combo. The better to see how chrome was kept to a minimum on this car, pointing to a new aesthetic direction.