{"id":41108,"date":"2015-03-08T01:38:50","date_gmt":"2015-03-08T01:38:50","guid":{"rendered":"http:\/\/owegopennysaver.com\/?p=41108"},"modified":"2015-03-09T01:41:16","modified_gmt":"2015-03-09T01:41:16","slug":"collector-car-corner-1955-and-1956-mercury-memories","status":"publish","type":"post","link":"http:\/\/www.owegopennysaver.com\/PS\/2015\/03\/08\/collector-car-corner-1955-and-1956-mercury-memories\/","title":{"rendered":"Collector Car Corner – 1955 and 1956 Mercury memories"},"content":{"rendered":"
\"Collector<\/a>

The 1955 and 1956 Mercurys offered many different models and a nice station wagon to choose from. Many were built in the Ford \u2013 Lincoln \u2013 Edsel – Mercury assembly plant in Metuchen, New Jersey, also known as the Edison plant. (Compliments Ford Motor Company)<\/p><\/div>\n

\"Collector<\/a>Q: Hello Greg and I\u2019ve got a question for you. My friends gather weekly to discuss cars, and we are all retired now. We\u2019re having a discussion about one of the cars you said was the best looking from the decade of the fifties – namely the 1955 and 1956 Mercurys. We agree that model was one of the best looking, but I also understand that Ford and Mercury made a switch in the charging system. Can you explain? We see your paper in the Peoria Star. Thanks, Charlie and friends, E. Peoria, Illinois.<\/p>\n

A: Charlie and friends, you are correct that Mercury changed its charging system and it was pretty much the only major difference in the 1955 and 1956 Mercurys. Notably, Mercury went from a 6-volt electrical system (generator) with positive ground in 1955 to a 12-volt (alternator) system with negative ground in 1956. The 1956 model also added a \u201cdeep-dish\u201d steering wheel for added \u201csafety,\u201d which almost sounds humorous these days as your head had a little further to travel in a serious impact in the 1956 Mercury before slamming into the steering wheel.<\/p>\n

As I\u2019ve written before in my columns, my late uncle John Goretski, who lived in Rutgers Village near New Brunswick, N.J., used to work at the Mercury assembly plant in nearby Metuchen, N.J. Many times on Sunday after church, we would all go to Menlo Park, a non-amusement park that is still home to the Veterans Memorial Home. On the way to Menlo Park, Uncle John made sure to always take us by the main Mercury assembly plant where I would see hundreds of brand new Mercurys sitting outside, all without hubcaps. This Metuchen plant was also known as the Edison plant and lasted from 1948 to 2004, when the last Ford (a Ranger pickup) rolled off the line in February. Thus, for 56-years Ford products were built there, including the very first Mustang.<\/p>\n

Back to the Mercury.<\/p>\n

In 1955, Mercury underwent a complete re-design from 1954, the latter a neat looking car to begin with. That year, Mercury also implemented its first wheelbase stretch since the pre-war 1941 model by just one inch (118 to 119). The Mercury station wagon, however, stayed with the 118-inch wheelbase.<\/p>\n

Of the three models offered in 1955, (Custom, Monterey and Montclair), my favorite was the upper class Montclair. The station wagon was available only in Custom and Monterey dress, and they also were pretty good looking. Only one engine was offered, specifically a 292 cubic-inch V8.<\/p>\n

Pricing for 1955 Mercurys went from a low of $2,218 for the 2-door Custom to a high of $2,712 for the Montclair Sun Valley hardtop coupe or the Montclair Convertible (both the same price). The Monterey Wagon, however, was most expensive at $2,844, and sales for the year were good at over 329,000 Mercurys sold.<\/p>\n

In 1956, there were some very minor design tweaks but the other big change was the engine growing to 312 inches thanks to a bore and stroke update. Joining the models was a new lower price Medalist, which replaced the Custom, starting at $2,254. Also, you could order a \u201cPhaeton hardtop\u201d option across all three lines, which eliminated the B Pillar and was a popular choice in either two or four door. The wheelbase stayed the same for 1956, although the Montclair Convertible jumped up to $2,900 while the Monterey Wagon, still the most expensive Mercury, topped all at $2,977.<\/p>\n

Sales in 1956 were again strong as 328,000 Mercurys ended up in people\u2019s driveways. The most popular models, not surprisingly, were still the Monterey and Montclair models.<\/p>\n

Thanks for your letter and let your friends know there\u2019s nothing better than getting together each week, have lunch or coffee or whatever, and talk about the greatest years in car history.<\/p>\n

(Greg Zyla is a syndicated auto columnist who welcomes reader interaction on old cars, racing and auto nostalgia at 116 Main St., Towanda, Pa. 18848 or email at greg@gregzyla.com).<\/p>\n","protected":false},"excerpt":{"rendered":"

Q: Hello Greg and I\u2019ve got a question for you. My friends gather weekly to discuss cars, and we are all retired now. 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