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With child and cone in a station wagon - A market overview of "Station Wagons" in the mid-fifties

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Created on August 1, 1955

Reading time 8min

Written by:

Dr. Hans Woltereck

Photos:

General Motors / GM

2

GM Corporation / Opel

2

Chrysler Group

2

GM/General Motors

1

Audi Pressedienst

1

Archiv Besitzer

1

Archiv

30

General Motors / GM

2

GM Corporation / Opel

2

Chrysler Group

2

GM/General Motors

1

Audi Pressedienst

1

Archiv Besitzer

1

Archiv

30

DKW Universal (1995) – Im Hobby-Artikel über Kombiwagen

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Buick Station Wagon (1903) - Gebaut für den Personentransport

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Chevrolet Suburban Carryall (1935) - früher Kombi mit erhöhtem Nutzen

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Willys Jeep Station Wagon (1949)

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Jeep Station Wagon (1947)

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Willys Jeep Station Wagon - Werbung in den USA

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Ford V8 Station Wagon (1949) - Ganzstahlkonstruktion für acht Passagiere

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Nash Rambler Station Wagon (1950) - mit kompletter Stahlkarosserie

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Nash Rambler Custom Station Wagon (1954) - viertüriger Kombi

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Buick Century Estate Wagon (1954) - Der Century war zwischen dem Super und dem Special platziert

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Chevrolet Nomad (1955) - drei Türen waren damals unüblich

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Chevrolet Nomad (1955) - Serienversion, es blieb bei drei Türen, aber die Basis war der Standard-Chevrolet

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Ford V8 Parklane Station Wagon (1955) - Kombi-Eleganz mit zwei seitlichen Türen

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Studebaker Commander V-8 Regal Conestoga Ultra Vista Station Wagon (1955) - mit vielen Verbesserungen und günstiger als die Vorgänger

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DKW Meisterklasse Universal Typ F 89 S (1951) - ein Woody aus Deutschland

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Opel Olympia Rekord Caravan (1954) - der treue Reisegefährte

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Opel Olympia Rekord Caravan (1954) - was nicht im Kofferraum Platz hat, kommt auf's Dach

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Ford Taunus 12M (1954) - als Kombi beim Camping

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Borgward Hansa 1800 (1953) - Kombiwagen für den Handwerker

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Standard Vanguard (1950) - als Kombi, genannt "Estate Car"

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Lea-Francis 14 HP Estate Car (1951) - als Kombi

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Lea-Francis 14 HP Estate Car (1951) - Flügeltüren am Heck

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Commer Express Delivery Van (1958) - Kastenwagen mit Rückwandtüre und 1,4-Liter-Motor mit 47 PS - Genfer Autosalon 1958

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Aero Minor II (1949) - als Kombi am Genfer Autosalon 1949

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Morris Oxford Station Wagon (1955) - Mehrzweckvariante mit Kombiheck - Genfer Automobilsalon 1955

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Fiat 1100 Familiare (1953) - der Kombi mit Platz für die ganze Familie

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Fiat 1100 TV Viotti (1954) - Kombivariante vom Karosseriebauer Viotti am Genfer Autosalon 1954

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Peugeot 202 (1946) - Version 'Commerciale' - Seitenansicht

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Renault Break Dauphinoise (1957) – Nachfolger des Juvaquatre

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Simca Aronde Commericale (1953) – Schnellieferwagen mit kleinem hinteren Seitenfenster

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Simca Aronde Chatelaine (1953) – Kombi mit vollverglastem Seitenteil

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Simca Aronde Chatelaine (1954) – Kombi mit zweigeteilter Heckklappe

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Simca Aronde Chatelaine (1954) – Kombi mit zweigeteilter Heckklappe

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Simca Aronde Commericale (1953) – Ladefläche bis unters Armaturenbrett

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Simca Aronde Chatelaine (1954) – Zu acht wird es schon etwas eng

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Simca Vedette Marly (1955) – auf dem Pariser Salon im Oktober 1954

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Renault Domaine (1957) – Kombi-Version des Frégate

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Renault Domaine (1957) – Urlaubs-Idyll mit Notin-Wohnanhänger

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Renault Domaine (1957) – Frégate-Kombi mit grossem Laderaum

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Summary

"Station wagons" were hardly widespread in Europe in the first half of the 20th century. In the USA, however, the practical multi-purpose vehicles known as "station wagons" gained some popularity in the interwar period. This article reproduces a report from the magazine "Hobby", which was devoted to the increasingly popular "station wagons" in 1955.

This article contains the following chapters

Station wagon in the USA
One size smaller in Germany
England, France and Italy

Estimated reading time: 8min

Preview (beginning of the article)

Once upon a time there was an American farmer - let's call him John C. Smith. This man owned two cars: a sedan and a light truck with a box body. On Sundays, he took his family for a drive in the sedan; on weekdays, he used the panel van for all the transportation needed to run his farm. Business was booming, he was selling his products quickly and at worthwhile prices, so he didn't have to worry about the maintenance costs for the two cars. But one day things changed. The boom was followed by an economic slump, sales faltered, prices fell - John C. Smith found himself in the predicament of having to cut corners. He sat down in his rocking chair and thought hard. Did he really need two cars? What if he got rid of the lorry and had the passenger car bodied so that it could be used to transport living people or dead objects alternately, as required.

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