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One can even make a pretty good argument that it towers above them, given its questionable heritage and utility. But for about a dozen years or so, Detroit graced Americans with something they had no idea they needed: Before WW2, the station wagon was primarily a commercially-oriented vehicle, and given its intended role in hauling large numbers of people and their cargo, always with four doors or more, like this handsome LaSalle.
Station wagons then were almost always built by outside contractors, using plenty of wood, and at least four doors. And almost all of them were registered as commercial vehicles, given their commercial chassis underpinnings and typical role. But like so many things automotive and otherwise, the post war era unleashed big changes.
Ironically, it all started with the maker of that WW2 icon, the Jeep. Desperate for a Door to door sales market, Willys brought out their quite revolutionary all-steel wagon in the wood grain is painted on. Given that this was not intended to directly compete directly with the existing station wagon market, and rode on a substantially shorter wheelbase, two doors certainly made sense.
The Willys was also significantly shorter, and not available as a three-row wagon.
Rightfully, it could be called a compact wagon, and was available with a four or six. In a world of strictly genuine-wood four-door wagons, the Willys was a true revolutionary. Plymouth clearly was heavily influenced by the Willys wagon, and introduced their own all-steel two-door wagon in This marked the first all-steel wagon by the Big Three, and was made right on the same assembly lines as the sedans.
The larger P 18 series had a traditional woody four door wagon, so both bases were covered. The Plymouth wagon was a big hit, and given its rugged construction, could still be seen in its role of hauling families well into the sixties.
Ford really jumped into the two-door wagon pool with both feet in Unlike Plymouth, Ford only had two-door wagons for their — models, including the nine-passenger Country Squire. In a bit of an odd twist, Ford kept the traditional wood construction. Folks still knew how to bend and clamber.
And there they are, all happily ensconced, including adults in the third row. Well, the Ford certainly was a nice looking wagon, until the lacquer peeled off the wood and it started to fade and rot. Chevrolet went the other way, offering only four door wagons. These tall wagons were quite roomy too, although maybe not quite so as is depicted in the ever-unfaithful renderings of the time.
Makes it look like a bus in there. Ford added four door wagons byand kept both body styles in production. But Chevrolet held out untilwhen the Handyman low-level two door wagons were introduced, as well as the very upscale Nomad CC herewhich had its own unique sheet metal.
Suddenly, the questionable identity of the two-door wagon became really fragmented, populating the very low and high end of the station wagon pecking order. With the Nomad, the idea of the wagon as a sporty, upscale vehicle took hold, but its life as a two-door was quite short, ending after the model.
Ford responded to the Nomad with their Parklane, but it was really just a gussied up two-door Ranch wagon.
Although with the all-new models, the low end Plymouth wagons can hardly be called lack-luster.In many ways door-to-door sales (and telephone sales) is a numbers game. It doesn’t matter how good you are at selling, if you don’t visit enough people you won’t make enough sales.
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Kole McRae is a writer in Toronto who says he worked for two days as a door-to-door salesman for an unnamed company. The sales pitch involved asking people who answered the door whether they were.