Driving home from Port Orford yesterday there was a new sight along the scenic drive, in the town of Bandon: this 1955 Studebaker Conestoga wagon. That wasn’t here when we came by last Wednesday. Since I don’t go much to car shows, it’s been decades since I saw a Studebaker wagon—appropriately called “Conestoga”—or sedan from this era. At first glance, the fire department paint job and light/siren on the roof put me off a wee bit, but this is such a fine wagon otherwise, in excellent and mostly original condition, so I just had to pull over and check it out.
And it’s for sale too. I know at least one person here that will be a bit interested.
Before we get to that, let’s do a bit of history. Given that Studebaker was the world’s biggest wagon maker—the horse-drawn kind—it’s a bit surprising that they didn’t offer an automotive wagon until 1954, called the Conestoga. What we have here is essentially a 1955½ Commander Conestoga, as the new wraparound windshield arrived sometime in the middle of that model year. On the V8 Commanders, that is, as the lowly six-cylinder Champions had to make do with the rather out-of fashion flattish windshield for a bit longer (it’s hard to pin down just when).
There was another benefit to waiting for the updated mid-year 1955 Commander, as the standard engine went from the rather weak-chested 224.3 CID V8 to the new, more muscular 259 CID version, which upped power from 140 to 162 hp with an even bigger bump in torque, from 202 lb.ft. to a much healthier 250 lb.ft. The 224.3 is an odd duck, as it was only made for the first half of the 1955 MY; it has a very short stroke (2.81″) making it the smoothest of the Studebaker V8 family, but rather lacking that V8 punch buyers were looking for. Is six or so months the shortest lifespan for any engine in semi-modern history?
The Commander’s version of the 259 had a two-barrel carb. 162 hp may sound a bit feeble nowadays, but that was about right for the times. FWIW, Chevy’s new-for 1955 265 V8 also was rated at 162 hp with a two-barrel carb. The top of the line President got a four barrel version rated at 175 hp; 185 hp for the 1955½ version, to go along with the wrap-around windshield. I’m not sure just what they did to find that additional ten hp other than change the middle number.
For 1955, these V8 Studebakers were quite well endowed. And this one has the three-speed manual with overdrive, which on the wagons came with a rather zippy 3.92:1 final drive ratio. That’ll help with a brisk take off…
I see that this car has dual exhausts, which were not stock. But then that seems to be hard to resist doing to any older American V8. We’re addicted to that V8 burble and woofing.
Obviously the exterior paint is not original, but this upholstery looks like it could be; if not, it’s a good facsimile. It has a column-mounted shifter for the Borg-Warner T-86 three-speed manual with R10 overdrive.
Studebaker only built two-door wagons until 1957, when a four-door version appeared.
This has obviously been re-carpeted.
Station wagons were the hot new body style in the fifties; the CUVs of their time. Studebaker was late to the game; I don’t have the stats to verify it, but I’m pretty sure the share of wagons of their total sales were the lowest of any of the major five domestics in the fifties, whereas Rambler had the highest, having had the foresight to see that trend coming right from the Rambler’s first year (1950).
Although it’s a Commander, it’s wearing “Champion” tires, DeLuxe, at that. Firestones, as is befitting a Fire Department car.
This Conestoga was first sold by Walt Anderson Studebaker in Boise, ID, not that far from here.
I wanted to get more info, so I called the number(s). The one on the left is not in service; the one on the right put me in touch with someone who knew a bit about this Stude. It belongs to the local VFW, having been donated to them some five (or seven?) years ago. It’s been stored inside and only driven in a few parades since then. And they’ve decided to sell it.
He didn’t know much of the history of the car before then, or how it came to be painted this way, something that was presumably done after 9/11. He just said that it was in original condition, had low miles, and was well cared for. All of that seems about right from first appearances, although it’s hard to know for sure without a closer inspection.
Obviously some aspects are not truly original.
But how often does one find a clean Conestoga wagon?
Especially with such an endearing face?
By now some of you—or at least one of you—is wondering: “How much?” The asking price is $9,500. I’ll leave it to you to proclaim judgment on that. But if someone really wanted a nice, clean, solid mid-fifties Studebaker wagon, it seems reasonable enough. I’d be happy to go check it out, if the interest is serious. I haven’t driven a Studebaker in eons. It would be a good excuse.
Related CC reading:
Automotive History: The Studebaker Sedan’s Last Decade of Styling – Magic with Leftovers by Jim C.
Concours Classic: 1955 Studebaker President Speedster – Look What They’ve Done To The Starliner PN
Curbside Classic: 1957 Studebaker Commander – Eureka! Jim C.
Automotive History: The Studebaker V8 Engine – Punching Below Its Weight
I used to find these Conestoga rather frumpy, but the design has grown on me over the years, and this find pulls me in even more. I prefer the cleaner front styling of the 1954 model; for ’55 the edict from Studebaker management was to pour on the chrome to better fit the prevailing style, over the objections of the Loewy design staff. The ’56 facelift this car got was all about making it look less European and more American, but the ’55 was already moving in that direction.
Firestone Deluxe Champions were popular OEM tires in the day. I love those flying buttress-like ridges on the bias-ply tires where the sidewalls meet the tread.
I’m so used to thinking of Studebaker as a struggling automaker not quite able to compete with the Detroit big 3 (or even AMC) that it’s hard to imagine they were once the world’s largest company in its field, back when its field was horse-drawn wagons.
Are we sure about the low-end late-’55 Champions still using the early-’55 flatter windshield? I know that’s what the late-’55 brochures show, but most of what I’ve read states that all cars built after a certain date (often listed as Jan 1, 1955) used the wraparound windshield, and while marketed as an extra-cost option it was mandatory on cars built after that date (except coupes and hardtops). I’m not sure this is true either, but it does seem unlikely they would build the car both ways at the same time given the extensive modifications to the cowl area. Since flat-windshield cars were likely to still be on new-car lots, the updated brochure portrayed some low-end cars still using them.
As for the shortest-lived engine in recent times, the 550hp version of the Cadillac Blackwing twin-turbo V8 has to be up there.
” Since flat-windshield cars were likely to still be on new-car lots, the updated brochure portrayed some low-end cars still using them.”
I suspect that there were also some bodies with the old windshield leftover by the time the new version started production. This is probably true especially in lower selling models like the wagon, so I would guess that selling them as low-trim Champions was probably as good a use for them as any.
Are we sure about the low-end late-’55 Champions still using the early-’55 flatter windshield?
Well, I’m not, actually. I just did a google image search for ’55 Champions, and there’s a pretty healthy number with the wraparound windshield. So presumably it was introduced earlier in the model year than I suggested. I’ll amend the text.
Love the long roofs, sweet connie…!
I used to hate the 55’s plated front end but have come to terms with it (though I understand they cost a fortune if they need chrome work). And I have always loved these early Conestogas, even though I remain mystified why they only came as 2 door models for the first 3 years.
This one hits most of my pleasure centers, with the 259 V8 and the 3 speed OD (in addition to being a wagon.) But boy oh boy, is that a lot of red paint! At least it is for someone who is definitely not a “red car guy” (for the mandatory 2x/yr polishing if for no other reason). The 2 tone job is interesting, as most of these painted the roof panel to match the body, with any 2-tone trim being restricted to the greenhouse area. Also, the steering wheel has been changed out for a 1960s version. (edit – hub caps too)
I have reached an age where I am getting more choosy, and in this price range, neither the red paint nor the ambulance trim work for me, nice as the car is otherwise. But perhaps CC needs a staff car in addition to a certain F-100? Put a wrap on the lower front doors with Curbside Classic livery, deduct the whole thing as promotional espense, and I would happily serve as CC’s midwestern brand ambassador. 🙂
Migratious. That is quite an underbite on this apparent fish!
My thoughts exactly. That, plus the fact that it looks like an ambulance really doesn’t do it for me. On the other hand, I do like that “S” logo that seems ready to spring out of the front. Angler fish, perhaps.
To my eyes the ’55 is the best of the Bourkes because of that deep simple grille. Your picture shows that all the elements of the grille were deep, even the S.
As I recall, most of these wagons were used commercially. Families wanted four-door wagons. One of our neighbors managed the local radio station and had a Conestoga for remote reporting and sports events.
Did Stude make wagons in ’53 and ’54? To me, the original Lowey front end on the 53s and 54s was 1000 times better than this ’55. But the ’56s got better. Only the ’55 was bad.
The wagon was introduced for 1954. It got stretched for a 4 door model for 1957. I tend to prefer those. This wagon body got some fairly minor modifications to become the Lark wagon starting in 1959.
Ahh, thanks. Then I would definitely prefer the 1954 wagon to the ’55.
Weird thing is the 4 door wagon disappeared again in 1959 before being revived in 1960 and built to the end of production in 1966. The 2 door wagon was dropped after a handful of 1962 models were built.
This front end is terrible, and it puzzling to me because it is weirdly close to the front-end on the 1953 Packards, so in some sense it was already 2 years out-of-date when it showed up. They kept doing it, though, something like it showed up all the way through the 1957-58 Packardbakers. When Studebaker tried to style their cars themselves they had no idea what they were doing.
So sad to see what Studebaker did to their beautiful car in 1955. That chromed catfish mouth made a low slung beautiful split grille into a sagging pout. It is interesting how some restorers have tried to fix this without much luck. They’ve painted over the chrome, but the front end still sags.
Would I want this vehicle? OH YEAH. I just spent $8000 on another car, and if I still had it – I would so love to pick this sweet little catfish mouthed Conestoga up.
In the early 1980s I owned a rather rough condition 1955 Studebaker Ambulet wagon. They were a cataloged vehicle that could be ordered from South Bend, pre-equipped with all the bells & whistles [or sirens!] as seen here. One of the easiest ways to see if this is an original Ambulet is to look at the [hopefully original] vinyl headliner. In the center of the headliner, about a foot rearward from the windshield, should be a brass zipper that allows access to the siren/light mounting bolts & wiring.
The original rear floor area would have been light brown or gray linoleum, not the carpet shown. Unless ordered otherwise, there was no rear seat, and the cot [a Washington cot #4095] would go all the way to the back of the front seat. The roof light & siren is the correct Federal signal Co Model WLR.
While there are probably about a half-dozen known 1955 Ambulet wagons today, they have always been quite rare, and if it is a real Ambulet, it’s well worth the asking price.
Attached is a copy of the original factory brochure
Too too cool!!
Wow ~ that’s WAY too much $ ! .
Wow ~ I couldn’t possibly build one of these for only $9K .
Frumpy looking yes but still a sweet ride, esp. with V8 & overdrive .
-Nate
I feel like I would have to change my name if I bought it to:
James William Bottomtooth III
These articles are difficult to read because the print is so small and the letters are not dark enough.
Almost all devices have settings to increase the size of what you’re reading. What are you reading on?
As David mentions, the font used is _far_ too small no matter what device, browser or setting .
I have tried enlarging the text and it’s not helpful .
Other sires have much better sizing .
-Nate
I find this site works best in “desktop mode”, even on one’s phone. If you do that, then you can go to “zoom” on your browser and select the magnification level you desire. Works fine.
Thank you JM ! .
I have no idea what it means but if ever I find a setting marked “desktop” I’ll surely click on it .
I never, _EVER_ read E-Mail on my cell phone .
-Nate
Hi David,
I agree with you.
The best way to enlarge the text on a Personal Computer is hold the Ctrl key in the left lower corner of you keyboard down, and at the same time roll the roller thingy on your mouse and it should enlarge or shrink the text to your satisfaction. Hope this helps.
THANK YOU JEFF ! .
This Geezer has poor eyes and just tried that trick ~ it worked like a charm .
-Nate
Happy to help. I had to wait years to learn that until I learned that from a helpful soul that also helped this old geezer too. So glad it worked for you. Hang in there!
Surely this has been sold by now after a month.
If not,contact me.
You need to call them. We’re not the sellers.
Never had understood the dislike of the 55’s!
My folks purchased our 55 Commander Deluxe Conestoga in Nov. of 1955, a week after I was born (68 years).
I always thought the 55’s were the best looking Studebaker made with the Avanti being right there with it!
I still have our 55 Conestoga with a wrap-a-round windshield and own it with great pride. Higher than 80% of the company’s employees that worked at Studebaker owned a Studebaker vehicle due to the knowledge of the quality of the product they produced. I’m sure they knew something that non-employees were not aware of. They understood the high standards and quality that Studebaker expected and built into their vehicles.