The Stovebolt era at Chevrolet concluded in 1954, paving the way for a transformative 1955 that would redefine the company’s history. This pivotal year saw the introduction of a groundbreaking vehicle with an exciting V8 overhead valve. While Chevrolet had long been synonymous with value and thrift, 1955 marked a shift towards emphasizing performance and elegance.
Chevys were lovingly referred to as stove bolts, named for the many panhead machine screws that were traditionally used to hold them together. The original Stovebolt era came to an end in 1954, but the term would live on virtually until now. Michael Lamm, a renowned automotive historian, dubbed it “the Stovebolt’s last stand.”
The legendary Stovebolt inline-six engine was the only one available in a Chevrolet until 1954, but it would continue to be produced for many more years. The Blue Flame 125 six, which has a sharper hydraulic camshaft and 125 horsepower for improved stop-light performance, was fitted to Powerglide-equipped cars, while the 235 cubic-inch six, with a manual gearbox, was rated at 115 horsepower.
An automated first-to-second gear transfer was a much-needed enhancement for the oft-maligned Powerglide in 1953. The transmission used to typically only run in high gear. There were advantages to the original cast-iron Powerglide, which brought automatic transmission to the entry-level market, but neck-snapping acceleration was not one of them.
The 1953 model lineup persisted for 1954: the flagship Bel Air, the mid-range Two-Ten DeLuxe, and the base One-Fifty Special. But the short-roof, long-deck salesman’s special, the Club Coupe body design, was dropped. The standard two-door sedan shell was now used to construct the One-Fifty Utility without a rear seat, as in the picture above. The lively all-vinyl interior of the Two-Ten two-door includes the Delray option, adding an extra $65 to the cost. The Delray model marked a departure from Chevrolet’s typically conservative design, hinting at future developments for the division.
Offerings in all three trim levels were a four-door station wagon, two-door sedans, and four-door sedans. Convertibles and the Sport Coupe, a sleek hardtop that shared a greenhouse with the Pontiac Catalina, were also available from the Bel-Air brand. In addition to the new power seat and front windows for ’54, other available options included power brakes and steering. Even though it lacked the thrill of the ’55 Chevy, the ’54 offered a full complement of contemporary equipment in a budget-friendly vehicle.
Chevrolet continued to provide good value in 1954, with prices ranging from $1,539 to $2,239. However, Ford, the archrival, was introducing a new overhead-valve V8 that year. Furthermore, Ford overtook Chevrolet in terms of annual model-year output, displacing Chevy by 22,000 vehicles. Chevy wins on other metrics, so we could declare it a draw. At Chevrolet, everything changed in 1955.
