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How Chevrolet Works

Chevrolet Impala

Chevy answered buyers' demands for bigger cars with the longer, wider and heavier 1959 Chevrolet Impala.

While the AMA racing "ban" didn't deter Chevy and others from providing under-the-table racing support, it seemed to be reflected in the softer, more-luxurious Chevys of 1958. Riding a new 117.5-inch-wheelbase X-member chassis, they were longer, lower, wider, and heavier, but not really slower than the lighter '57s.

Bodies were naturally all-new, too -- and shinier, looking more "important" and Cadillac-like than ever. As it turned out, they'd be one-year-only jobs. Not so the new 348 big-block V-8, a modified truck engine (which Chevy was understandably loath to mention) offering 250 to 315 bhp. That year's base V-8 was a 185-bhp 283.


Underscoring all this change was the new line-leading 1958 Impala (a name dreamed up by designer Robert Cadaret), a lush Bel Air subseries offering convertible and sport coupe hardtop with six or V-8 in the $2600-$2800 range.

Below was a rearranged model group. One-Fifty was renamed Delray (borrowed from a spiffy 1954-57 Two-Ten two-door sedan), Biscayne replaced Two-Ten, and "Station Wagon" was a separate line with no fewer than five models: two-door Yeoman and four-door Yeoman, Brookwood (in six- and nine-seat form), and Nomad. Unlike the 1955-57 Nomad, the '58 was conventionally styled.

Chevy was now clearly reaching for buyers it had never sought before: solid, substantial Pontiac types who cared more about size and comfort than performance or handling. The division's grasp did not exceed that reach. In a rough year for the economy in general and Detroit in particular, Chevy managed over 1.1 million cars. Impala was a big success, accounting for fully 15 percent of the total.

If Chevrolet showed restraint in bucking tailfins for '58, it more than made up for that the following year with another all-new body bearing huge "cat's-eye" taillamps and a "batwing" rear deck that tester Tom McCahill said was "big enough to land a Piper Cub." It could have been worse. Several 1959 proposals envisioned ugly, Edsel-like vertical grilles.

Ford had shaded Chevy in model-year '57 production and came within 12,000 units of doing it again for '59. Dearborn's more-conservative styling no doubt played a part. But future Chevys would be far more-tasteful under William L. Mitchell, who replaced Harley Earl as GM design chief on the latter's retirement in 1958.

Delray disappeared from the '59 line and a new full-range Impala series displaced Bel Air at the top, pushing other non-wagon series down a notch. All models rode a new 119-inch wheelbase, Chevy's longest yet. The growth between 1957 and 1959 was amazing: length up by nearly 11 inches, width by seven inches, weight by 300 pounds.

The '59s were the first of the overstuffed "standard" Chevys that would endure for the next 15 years, though they made sense at the time. Buyers demanded ever-bigger cars in the '50s, so even the low-priced three grew to about the size of late-'40s Cadillacs and Lincolns.

For more on Chevrolet cars, old and new, see:

  • Chevrolet New Car Reviews and Prices
  • Chevrolet Used Car Reviews and Prices