For 1955 the car lost its status as Mercury's top model, replaced by the Montclair. The same year, it gained the 292 cu in (4.8 L) Y-block from the Thunderbird, producing 188 hp (140 kW) with the standard transmission or 198 with the Merc-O-Matic. It used independent ball-joint front suspension. Brake size was increased. The Monterey was positioned above the base model Custom series for the 1955 model year. Optionally available was a dual 4-barrel carburetor setup that provided 260 hp (190 kW) starting in 1956. All Mercury's for 1955 offered a canted hood over the headlights previously introduced on the Mercury XM-800 concept car from 1954. The 1955 four-door sedan was US$2,400 ($24,277 in 2021 dollars ) and sold 70,392.

1956 brought another new engine, the 235 hp (175 kW) 312 cu. in and all Mercury sedans underwent an exterior revision, trading its crest badge for a "Big M" emblem. The side trim was revised to a full-length multi-tier chrome spear, with two types of two-tone paint combinations, offering the traditional approach of a roof color over a different body color, and "Flo-tone" where the roof and lower body were painted in one color and the upper body painted in another color. There were a total of thirty-one two-tone combinations and twenty-eight "Flo-tone" combinations.

The update brought several functional revisions, including a 12-volt electric system which allowed the installation of power operated accessories to be installed including air conditioning, standard dual exhaust to improve engine performance, and an automatic self-lubrication system (for the steering and front suspension). Mercury added its own version of the Ford Lifeguard safety system; a deep-dish steering wheel was standard, along with safety door locks, tubeless tires, and a breakaway safety glass rearview mirror. In addition, childproof rear door locks, seatbelts, and a padded dashboards were introduced as free-standing options. The 292 V8 was replaced by a 312 cubic-inch V8, producing 225 hp.

Created for #mocaround49 challenge #vacationwagon

For 1969, a major restyle brought a dramatic new look to all full sized Chrysler Corporation cars. Called "fuselage design", it featured a pronounced side curvature from the rocker panels all the way to the roof rails. Plymouth and Dodge models, excluding wagons, shared passenger compartment structures and greenhouses riding on 120-inch and 122-inch wheelbases respectively. Similarly, Chrysler and Imperial models, excluding T&C wagon, shared slightly longer passenger compartments and greenhouses, riding on 124-inch and 127-inch wheelbases respectively (all of the Imperial's longer wheelbase was in the front clip). As in the prior generation, all Chrysler full-sized wagons shared a common greenhouse on a unitized body and chassis with longitudinal front torsion bars, rear leaf springs, and the Dodge's 122-inch wheelbase. As before, the wagon's shorter wheelbase was offset by the additional rear overhang. 1969 Town & Country wagons were nearly identical to other Chrysler body styles in overall length at just under 225 inches.

Fuselage era Chryslers all featured a full-width loop style chrome front bumper. Quad headlamps and grille were recessed inside the loop, with differing grille inserts for each series. Turn signal and parking lamps were recessed into the bumper below the headlamps. Body sides were simple and smooth with a subtle character line originating at the front bumper, descending slightly for the length of the car, and ending at the wrap-around rear bumper. On Town & Country wagons, this character line was also the location of the lower molding surrounding the standard wood grain side paneling, simulated cherry for 1969. The fuselage profile extended the length of a full-sized "long roof" made for a rather striking looking wagon.

For the 1969 model year, the full-size Ford model line underwent a complete redesign, increasing in wheelbase from 119 inches to 121 inches. In a consolidation of its branding, Ford station wagons and sedans were no longer distinct model lines. After adding LTD hood badging in 1968, the Country Squire was added to the model range for 1969, slotted above the (Galaxie) Country Sedan and (Custom 500) Ranch Wagon. Starting with 1969 the Big Six six-cylinder was no longer offered on the Country Squire while it continued with the Country Sedan and Ranch Wagon. The 1969 ten-passenger version was listed at US$3,721.

For the 1969 model year, a new generation of Ford and Mercury cars made their debut; station wagons for both divisions rode on a 121-inch wheelbase shared with the Ford sedan line, a gain of two inches. The "Magic Doorgate" tailgate was updated to a 3-way design: it could now swing down like a tailgate or swing out with the window down or up (the latter was previously not possible).

As part of the LTD line, the Country Squire wore similar interior trim; with the obvious exception of its simulated woodgrain paneling, Country Squires wore the same bodywork from the windshield forward as their LTD sedan counterparts.

1971 Ford LTD Country Squire

Initially, the standard engine was a 302 cubic-inch V8, replaced by a 351 cubic-inch V8 midway through the 1969 model year. As with its LTD counterpart, the 390 and 429 V8 engines were options. In 1971, the 390 V8 was replaced by a 402 cubic-inch V8 (though sold as a 400). For a variety of reasons, 1972 saw a major decrease in powertrain output. That year, gross horsepower was replaced by SAE net horsepower. The addition of emissions controls and the adoption of unleaded fuel required lowered compression ratios and retarded ignition timing. In one example, the range-topping 429 V8 would see its output drop from 365 hp to 212 hp from 1971 to 1972. In 1972, the 429 was joined by a 224-hp 460 cubic-inch V8 seen previously in the Lincoln lineup.

Ford's lineup from 1969-1978 were the largest passenger cars built by the company, and the following generation vehicles downsized substantially.

This 1969 version has been created for #mocaround49 titled #vacationwagon

In 1956, the Consul, Zephyr, and Zodiac were all restyled. The six-cylinder cars' engines were enlarged to 2,553 cc (156 cu in), with power output correspondingly raised to 86 bhp (64 kW). The wheelbase was increased by 3 inches (76 mm) to 107 inches (2,700 mm).

The Zodiac and Zephyr were also offered in two body styles, the "Highline" and "Lowline", depending on the year of manufacture — the difference being 1.75 in (44 mm) being cut from the height of the roof panel. The "Highline" variant featured a hemispherical instrument cluster, whereas the "Lowline" had a more rectangular panel.

Australian production:

In Australia, the Mark II Consul, Zephyr, and Zodiac were built at Ford Australia's factory in Geelong. Sedan, coupe utility, and both four-cylinder Consul and six-cylinder Zephyr station wagon versions were produced. No Zodiac version station wagons were offered. The Australian-developed Mark II Station Wagon differed from its British Estate Car counterpart in having a wind-up rear window, and a straight C pillar, rather than a curved one. A handful of Station Wagons were registered in 1958, but sales did not really commence until about halfway through 1959.

Mark II manufacture continued until 1962, when production switched to the assembly of Mark IIIs from imported complete knock-down (CKD) kits. It had originally been planned by Ford Australia to facelift the Mark II as its main competitor to the rival Holden, but due to the exorbitant price being asked for by Ford UK for its now redundant production jigs for the Mark II, Ford Australia chose to instead locally manufacture the newly released North American Ford Falcon, which was significantly cheaper to manufacturer than the Zephyr, with the Mark III being relegated to special order only.

This model has been created for #mocaround49 build challenge #vacationwagon

The Packard Station Sedan was a pseudo luxury station wagon model produced by the Packard Motor Car Company of Detroit, Michigan between 1948 and 1950, using the Packard Eight platform. By offering the Station Sedan Packard could market a vehicle with station wagon attributes, but without the investment cost associated with a complete station wagon development program.

The Station Sedan used a combination of steel framing and body parts along with structural wood panels made from northern birch to create a "woody" station wagon-like car due to the growing popularity of them after World War II. Unlike other woody wagons of the day, which used wooden passenger compartments mounted to chassis of a particular car, the Station Sedan used a steel subframe and steel passenger doors onto which hard wood panels were mounted. The only wooden door on the vehicle was the rear gate assembly. Unlike competitor station wagons from Buick, Chrysler and Mercury, the Packard's length was not long enough to accommodate optional third row seating.

Neither a sedan, nor true station wagon, the Station Sedan enjoyed limited success, with a listed retail price of US$3,459 ($38,958 in 2021 dollars) for its final year of 1950, and was discontinued when the 1951 Packard models were introduced.

#vacationwagon

All those classic V8 Woody wagons. All those 21st century 4wd Crossovers.

Nice.

when I went on vacation as a child, it was in the back of one of these next to vomiting sibling 4 & 5.

Powering this powerhouse was a OHV 4-cylinder of 2.0 litres, and maybe 90 PS (67 kW). With a loaded trailer behind, and most of its 9 seats occupied, this family hauler was not excited to do NSW Brown Mountain, made all the worse with fuel starvation from a clogged fuel filter, courtesy of some dodgy jerrycans and the fuel contained therein. We encountered this problem often enough that we modified the fuel lines to allow us to perform the filter change/clean from inside the vehicle through the engine hatch (see interior image with the front-centre seat tipped forward) rather than from underneath the car (in the rain/mud).

With so much car and so little engine, you wouldn't expect these to be fast (they weren't), but a max speed run (Schumack St) got much more km/h than I was expecting. A full-bore braking stop in the dark though, felt like the world was about to end/be very interesting, as the van pitched so much that everything went completely dark as the headlamps pointed down at the road immediately in front of me.

And this was the first car I ever drove.

The CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.

The 3.5 L (215 cu in) Hemi-6 and 5.9 L (360 cu in) V8 were dropped, and the only engine options were low- and high-compression versions of the 4.0 L (245 cu in) Hemi-6 and the 5.2 L (318 cu in) V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.

Valiant and Regal sedans also benefited from the 1978 introduction of Radial Tuned Suspension in response to Holden's having marketed their suspension as particularly suited to radial tyres.

36,672 CL Valiants — including the last-ever Chargers — were built.

This Valiant wagon is created for the #mocaround49 challneg #vacationwagon

The Edsel Villager is a station wagon that was produced and sold by Edsel from 1958 to 1960. Like the two-door Roundup and premium Bermuda station wagons, the Villager was initially built on a 116 in wheelbase shared with Ford's station wagons, and, throughout its lifespan, shared Ford's wagons core body stampings. The Villager and the Ranger were the only two model names that existed throughout Edsel's three-year life span as an automobile marque.

The Villager represented the intermediate trim level available within the Edsel brand for station wagons, but differed from the two-door Roundup by being offered in six and nine passenger styles. The Villager was available in a four-door configuration only.

In terms of interior and exterior trim, the Villager had parity with the Edsel Ranger's interior and exterior appointments. Standard features included black rubber floor mats, ashtrays, cigar lighter, arm rests, chromed rear-view mirror and crank-operated rear windows. Like all other Edsel wagons, the Villager came with a two-piece tailgate. Seat belts were optional

During its first year in production, Edsel sold more Villagers than Roundup and Bermuda station wagons combined. Despite overall declining Edsel sales in 1959, sales of the 1959 Villager (7,820 units) outpaced the combined three-model ranges of station wagon production in 1958 (6,470 units) by well over 1,000 vehicles.

Everybody gives Edsel a hard time for its styling, but I think the revised 1959 design isn't too bad

The Holden FB is an automobile produced by Holden in Australia from 1960 to 1961. Introduced on 14 January 1960, the FB series replaced the Holden FC range.

The FB range consisted of four-door sedans in two trim levels, five-door station wagons in two trim levels, a two-door coupe utility and a two-door panel van.

The FB was promoted as being longer, lower, more spacious and more powerful than the FC model, but in reality it was only slightly so on each count. Overall length was 5.5 inches (140 mm) greater, although the wheelbase remained the same.

The engine bore was still 3 inches (76 mm), the last model with that specification. Engine capacity remained at 132 cubic inches (2.16 L) but the compression ratio was raised. However, the resulting extra 4 brake horsepower (3 kW) of power did not compensate for the greater weight of the FB, so performance was inferior to that of its predecessor.

Obvious styling differences were the lower bonnet, finned rear mudguards with new taillights (on the sedans and wagons only) and a wrap-around windscreen. Seating was improved, as was the instrument panel.

Notably, the FB was the first Holden model to also be produced in left-hand drive form, those vehicles being destined for export markets.

This is my first model for #mocaround49 build challenge titled #vacationwagon

The Packard Station Sedan was a pseudo luxury station wagon model produced by the Packard Motor Car Company of Detroit, Michigan between 1948 and 1950, using the Packard Eight platform. By offering the Station Sedan Packard could market a vehicle with station wagon attributes, but without the investment cost associated with a complete station wagon development program.

The Station Sedan used a combination of steel framing and body parts along with structural wood panels made from northern birch to create a "woody" station wagon-like car due to the growing popularity of them after World War II. Unlike other woody wagons of the day, which used wooden passenger compartments mounted to chassis of a particular car, the Station Sedan used a steel subframe and steel passenger doors onto which hard wood panels were mounted. The only wooden door on the vehicle was the rear gate assembly. Unlike competitor station wagons from Buick, Chrysler and Mercury, the Packard's length was not long enough to accommodate optional third row seating.

Neither a sedan, nor true station wagon, the Station Sedan enjoyed limited success, with a listed retail price of US$3,459 ($38,958 in 2021 dollars) for its final year of 1950, and was discontinued when the 1951 Packard models were introduced.

#vacationwagon

All those classic V8 Woody wagons. All those 21st century 4wd Crossovers.

Nice.

when I went on vacation as a child, it was in the back of one of these next to vomiting sibling 4 & 5.

Powering this powerhouse was a OHV 4-cylinder of 2.0 litres, and maybe 90 PS (67 kW). With a loaded trailer behind, and most of its 9 seats occupied, this family hauler was not excited to do NSW Brown Mountain, made all the worse with fuel starvation from a clogged fuel filter, courtesy of some dodgy jerrycans and the fuel contained therein. We encountered this problem often enough that we modified the fuel lines to allow us to perform the filter change/clean from inside the vehicle through the engine hatch (see interior image with the front-centre seat tipped forward) rather than from underneath the car (in the rain/mud).

With so much car and so little engine, you wouldn't expect these to be fast (they weren't), but a max speed run (Schumack St) got much more km/h than I was expecting. A full-bore braking stop in the dark though, felt like the world was about to end/be very interesting, as the van pitched so much that everything went completely dark as the headlamps pointed down at the road immediately in front of me.

And this was the first car I ever drove.

The CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.

The 3.5 L (215 cu in) Hemi-6 and 5.9 L (360 cu in) V8 were dropped, and the only engine options were low- and high-compression versions of the 4.0 L (245 cu in) Hemi-6 and the 5.2 L (318 cu in) V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.

Valiant and Regal sedans also benefited from the 1978 introduction of Radial Tuned Suspension in response to Holden's having marketed their suspension as particularly suited to radial tyres.

36,672 CL Valiants — including the last-ever Chargers — were built.

This Valiant wagon is created for the #mocaround49 challneg #vacationwagon

#vacationwagon

All those classic V8 Woody wagons. All those 21st century 4wd Crossovers.

Nice.

when I went on vacation as a child, it was in the back of one of these next to vomiting sibling 4 & 5.

Powering this powerhouse was a OHV 4-cylinder of 2.0 litres, and maybe 90 PS (67 kW). With a loaded trailer behind, and most of its 9 seats occupied, this family hauler was not excited to do NSW Brown Mountain, made all the worse with fuel starvation from a clogged fuel filter, courtesy of some dodgy jerrycans and the fuel contained therein. We encountered this problem often enough that we modified the fuel lines to allow us to perform the filter change/clean from inside the vehicle through the engine hatch (see interior image with the front-centre seat tipped forward) rather than from underneath the car (in the rain/mud).

With so much car and so little engine, you wouldn't expect these to be fast (they weren't), but a max speed run (Schumack St) got much more km/h than I was expecting. A full-bore braking stop in the dark though, felt like the world was about to end/be very interesting, as the van pitched so much that everything went completely dark as the headlamps pointed down at the road immediately in front of me.

And this was the first car I ever drove.

For the 1969 model year, the full-size Ford model line underwent a complete redesign, increasing in wheelbase from 119 inches to 121 inches. In a consolidation of its branding, Ford station wagons and sedans were no longer distinct model lines. After adding LTD hood badging in 1968, the Country Squire was added to the model range for 1969, slotted above the (Galaxie) Country Sedan and (Custom 500) Ranch Wagon. Starting with 1969 the Big Six six-cylinder was no longer offered on the Country Squire while it continued with the Country Sedan and Ranch Wagon. The 1969 ten-passenger version was listed at US$3,721.

For the 1969 model year, a new generation of Ford and Mercury cars made their debut; station wagons for both divisions rode on a 121-inch wheelbase shared with the Ford sedan line, a gain of two inches. The "Magic Doorgate" tailgate was updated to a 3-way design: it could now swing down like a tailgate or swing out with the window down or up (the latter was previously not possible).

As part of the LTD line, the Country Squire wore similar interior trim; with the obvious exception of its simulated woodgrain paneling, Country Squires wore the same bodywork from the windshield forward as their LTD sedan counterparts.

1971 Ford LTD Country Squire

Initially, the standard engine was a 302 cubic-inch V8, replaced by a 351 cubic-inch V8 midway through the 1969 model year. As with its LTD counterpart, the 390 and 429 V8 engines were options. In 1971, the 390 V8 was replaced by a 402 cubic-inch V8 (though sold as a 400). For a variety of reasons, 1972 saw a major decrease in powertrain output. That year, gross horsepower was replaced by SAE net horsepower. The addition of emissions controls and the adoption of unleaded fuel required lowered compression ratios and retarded ignition timing. In one example, the range-topping 429 V8 would see its output drop from 365 hp to 212 hp from 1971 to 1972. In 1972, the 429 was joined by a 224-hp 460 cubic-inch V8 seen previously in the Lincoln lineup.

Ford's lineup from 1969-1978 were the largest passenger cars built by the company, and the following generation vehicles downsized substantially.

This 1969 version has been created for #mocaround49 titled #vacationwagon

The Edsel Villager is a station wagon that was produced and sold by Edsel from 1958 to 1960. Like the two-door Roundup and premium Bermuda station wagons, the Villager was initially built on a 116 in wheelbase shared with Ford's station wagons, and, throughout its lifespan, shared Ford's wagons core body stampings. The Villager and the Ranger were the only two model names that existed throughout Edsel's three-year life span as an automobile marque.

The Villager represented the intermediate trim level available within the Edsel brand for station wagons, but differed from the two-door Roundup by being offered in six and nine passenger styles. The Villager was available in a four-door configuration only.

In terms of interior and exterior trim, the Villager had parity with the Edsel Ranger's interior and exterior appointments. Standard features included black rubber floor mats, ashtrays, cigar lighter, arm rests, chromed rear-view mirror and crank-operated rear windows. Like all other Edsel wagons, the Villager came with a two-piece tailgate. Seat belts were optional

During its first year in production, Edsel sold more Villagers than Roundup and Bermuda station wagons combined. Despite overall declining Edsel sales in 1959, sales of the 1959 Villager (7,820 units) outpaced the combined three-model ranges of station wagon production in 1958 (6,470 units) by well over 1,000 vehicles.

Everybody gives Edsel a hard time for its styling, but I think the revised 1959 design isn't too bad

In 1956, the Consul, Zephyr, and Zodiac were all restyled. The six-cylinder cars' engines were enlarged to 2,553 cc (156 cu in), with power output correspondingly raised to 86 bhp (64 kW). The wheelbase was increased by 3 inches (76 mm) to 107 inches (2,700 mm).

The Zodiac and Zephyr were also offered in two body styles, the "Highline" and "Lowline", depending on the year of manufacture — the difference being 1.75 in (44 mm) being cut from the height of the roof panel. The "Highline" variant featured a hemispherical instrument cluster, whereas the "Lowline" had a more rectangular panel.

Australian production:

In Australia, the Mark II Consul, Zephyr, and Zodiac were built at Ford Australia's factory in Geelong. Sedan, coupe utility, and both four-cylinder Consul and six-cylinder Zephyr station wagon versions were produced. No Zodiac version station wagons were offered. The Australian-developed Mark II Station Wagon differed from its British Estate Car counterpart in having a wind-up rear window, and a straight C pillar, rather than a curved one. A handful of Station Wagons were registered in 1958, but sales did not really commence until about halfway through 1959.

Mark II manufacture continued until 1962, when production switched to the assembly of Mark IIIs from imported complete knock-down (CKD) kits. It had originally been planned by Ford Australia to facelift the Mark II as its main competitor to the rival Holden, but due to the exorbitant price being asked for by Ford UK for its now redundant production jigs for the Mark II, Ford Australia chose to instead locally manufacture the newly released North American Ford Falcon, which was significantly cheaper to manufacturer than the Zephyr, with the Mark III being relegated to special order only.

This model has been created for #mocaround49 build challenge #vacationwagon

For 1969, a major restyle brought a dramatic new look to all full sized Chrysler Corporation cars. Called "fuselage design", it featured a pronounced side curvature from the rocker panels all the way to the roof rails. Plymouth and Dodge models, excluding wagons, shared passenger compartment structures and greenhouses riding on 120-inch and 122-inch wheelbases respectively. Similarly, Chrysler and Imperial models, excluding T&C wagon, shared slightly longer passenger compartments and greenhouses, riding on 124-inch and 127-inch wheelbases respectively (all of the Imperial's longer wheelbase was in the front clip). As in the prior generation, all Chrysler full-sized wagons shared a common greenhouse on a unitized body and chassis with longitudinal front torsion bars, rear leaf springs, and the Dodge's 122-inch wheelbase. As before, the wagon's shorter wheelbase was offset by the additional rear overhang. 1969 Town & Country wagons were nearly identical to other Chrysler body styles in overall length at just under 225 inches.

Fuselage era Chryslers all featured a full-width loop style chrome front bumper. Quad headlamps and grille were recessed inside the loop, with differing grille inserts for each series. Turn signal and parking lamps were recessed into the bumper below the headlamps. Body sides were simple and smooth with a subtle character line originating at the front bumper, descending slightly for the length of the car, and ending at the wrap-around rear bumper. On Town & Country wagons, this character line was also the location of the lower molding surrounding the standard wood grain side paneling, simulated cherry for 1969. The fuselage profile extended the length of a full-sized "long roof" made for a rather striking looking wagon.

The Packard Station Sedan was a pseudo luxury station wagon model produced by the Packard Motor Car Company of Detroit, Michigan between 1948 and 1950, using the Packard Eight platform. By offering the Station Sedan Packard could market a vehicle with station wagon attributes, but without the investment cost associated with a complete station wagon development program.

The Station Sedan used a combination of steel framing and body parts along with structural wood panels made from northern birch to create a "woody" station wagon-like car due to the growing popularity of them after World War II. Unlike other woody wagons of the day, which used wooden passenger compartments mounted to chassis of a particular car, the Station Sedan used a steel subframe and steel passenger doors onto which hard wood panels were mounted. The only wooden door on the vehicle was the rear gate assembly. Unlike competitor station wagons from Buick, Chrysler and Mercury, the Packard's length was not long enough to accommodate optional third row seating.

Neither a sedan, nor true station wagon, the Station Sedan enjoyed limited success, with a listed retail price of US$3,459 ($38,958 in 2021 dollars) for its final year of 1950, and was discontinued when the 1951 Packard models were introduced.

For 1969, a major restyle brought a dramatic new look to all full sized Chrysler Corporation cars. Called "fuselage design", it featured a pronounced side curvature from the rocker panels all the way to the roof rails. Plymouth and Dodge models, excluding wagons, shared passenger compartment structures and greenhouses riding on 120-inch and 122-inch wheelbases respectively. Similarly, Chrysler and Imperial models, excluding T&C wagon, shared slightly longer passenger compartments and greenhouses, riding on 124-inch and 127-inch wheelbases respectively (all of the Imperial's longer wheelbase was in the front clip). As in the prior generation, all Chrysler full-sized wagons shared a common greenhouse on a unitized body and chassis with longitudinal front torsion bars, rear leaf springs, and the Dodge's 122-inch wheelbase. As before, the wagon's shorter wheelbase was offset by the additional rear overhang. 1969 Town & Country wagons were nearly identical to other Chrysler body styles in overall length at just under 225 inches.

Fuselage era Chryslers all featured a full-width loop style chrome front bumper. Quad headlamps and grille were recessed inside the loop, with differing grille inserts for each series. Turn signal and parking lamps were recessed into the bumper below the headlamps. Body sides were simple and smooth with a subtle character line originating at the front bumper, descending slightly for the length of the car, and ending at the wrap-around rear bumper. On Town & Country wagons, this character line was also the location of the lower molding surrounding the standard wood grain side paneling, simulated cherry for 1969. The fuselage profile extended the length of a full-sized "long roof" made for a rather striking looking wagon.

The Edsel Villager is a station wagon that was produced and sold by Edsel from 1958 to 1960. Like the two-door Roundup and premium Bermuda station wagons, the Villager was initially built on a 116 in wheelbase shared with Ford's station wagons, and, throughout its lifespan, shared Ford's wagons core body stampings. The Villager and the Ranger were the only two model names that existed throughout Edsel's three-year life span as an automobile marque.

The Villager represented the intermediate trim level available within the Edsel brand for station wagons, but differed from the two-door Roundup by being offered in six and nine passenger styles. The Villager was available in a four-door configuration only.

In terms of interior and exterior trim, the Villager had parity with the Edsel Ranger's interior and exterior appointments. Standard features included black rubber floor mats, ashtrays, cigar lighter, arm rests, chromed rear-view mirror and crank-operated rear windows. Like all other Edsel wagons, the Villager came with a two-piece tailgate. Seat belts were optional

During its first year in production, Edsel sold more Villagers than Roundup and Bermuda station wagons combined. Despite overall declining Edsel sales in 1959, sales of the 1959 Villager (7,820 units) outpaced the combined three-model ranges of station wagon production in 1958 (6,470 units) by well over 1,000 vehicles.

Everybody gives Edsel a hard time for its styling, but I think the revised 1959 design isn't too bad

For 1969, a major restyle brought a dramatic new look to all full sized Chrysler Corporation cars. Called "fuselage design", it featured a pronounced side curvature from the rocker panels all the way to the roof rails. Plymouth and Dodge models, excluding wagons, shared passenger compartment structures and greenhouses riding on 120-inch and 122-inch wheelbases respectively. Similarly, Chrysler and Imperial models, excluding T&C wagon, shared slightly longer passenger compartments and greenhouses, riding on 124-inch and 127-inch wheelbases respectively (all of the Imperial's longer wheelbase was in the front clip). As in the prior generation, all Chrysler full-sized wagons shared a common greenhouse on a unitized body and chassis with longitudinal front torsion bars, rear leaf springs, and the Dodge's 122-inch wheelbase. As before, the wagon's shorter wheelbase was offset by the additional rear overhang. 1969 Town & Country wagons were nearly identical to other Chrysler body styles in overall length at just under 225 inches.

Fuselage era Chryslers all featured a full-width loop style chrome front bumper. Quad headlamps and grille were recessed inside the loop, with differing grille inserts for each series. Turn signal and parking lamps were recessed into the bumper below the headlamps. Body sides were simple and smooth with a subtle character line originating at the front bumper, descending slightly for the length of the car, and ending at the wrap-around rear bumper. On Town & Country wagons, this character line was also the location of the lower molding surrounding the standard wood grain side paneling, simulated cherry for 1969. The fuselage profile extended the length of a full-sized "long roof" made for a rather striking looking wagon.

The Edsel Villager is a station wagon that was produced and sold by Edsel from 1958 to 1960. Like the two-door Roundup and premium Bermuda station wagons, the Villager was initially built on a 116 in wheelbase shared with Ford's station wagons, and, throughout its lifespan, shared Ford's wagons core body stampings. The Villager and the Ranger were the only two model names that existed throughout Edsel's three-year life span as an automobile marque.

The Villager represented the intermediate trim level available within the Edsel brand for station wagons, but differed from the two-door Roundup by being offered in six and nine passenger styles. The Villager was available in a four-door configuration only.

In terms of interior and exterior trim, the Villager had parity with the Edsel Ranger's interior and exterior appointments. Standard features included black rubber floor mats, ashtrays, cigar lighter, arm rests, chromed rear-view mirror and crank-operated rear windows. Like all other Edsel wagons, the Villager came with a two-piece tailgate. Seat belts were optional

During its first year in production, Edsel sold more Villagers than Roundup and Bermuda station wagons combined. Despite overall declining Edsel sales in 1959, sales of the 1959 Villager (7,820 units) outpaced the combined three-model ranges of station wagon production in 1958 (6,470 units) by well over 1,000 vehicles.

Everybody gives Edsel a hard time for its styling, but I think the revised 1959 design isn't too bad

For 1955 the car lost its status as Mercury's top model, replaced by the Montclair. The same year, it gained the 292 cu in (4.8 L) Y-block from the Thunderbird, producing 188 hp (140 kW) with the standard transmission or 198 with the Merc-O-Matic. It used independent ball-joint front suspension. Brake size was increased. The Monterey was positioned above the base model Custom series for the 1955 model year. Optionally available was a dual 4-barrel carburetor setup that provided 260 hp (190 kW) starting in 1956. All Mercury's for 1955 offered a canted hood over the headlights previously introduced on the Mercury XM-800 concept car from 1954. The 1955 four-door sedan was US$2,400 ($24,277 in 2021 dollars ) and sold 70,392.

1956 brought another new engine, the 235 hp (175 kW) 312 cu. in and all Mercury sedans underwent an exterior revision, trading its crest badge for a "Big M" emblem. The side trim was revised to a full-length multi-tier chrome spear, with two types of two-tone paint combinations, offering the traditional approach of a roof color over a different body color, and "Flo-tone" where the roof and lower body were painted in one color and the upper body painted in another color. There were a total of thirty-one two-tone combinations and twenty-eight "Flo-tone" combinations.

The update brought several functional revisions, including a 12-volt electric system which allowed the installation of power operated accessories to be installed including air conditioning, standard dual exhaust to improve engine performance, and an automatic self-lubrication system (for the steering and front suspension). Mercury added its own version of the Ford Lifeguard safety system; a deep-dish steering wheel was standard, along with safety door locks, tubeless tires, and a breakaway safety glass rearview mirror. In addition, childproof rear door locks, seatbelts, and a padded dashboards were introduced as free-standing options. The 292 V8 was replaced by a 312 cubic-inch V8, producing 225 hp.

Created for #mocaround49 challenge #vacationwagon

In 1956, the Consul, Zephyr, and Zodiac were all restyled. The six-cylinder cars' engines were enlarged to 2,553 cc (156 cu in), with power output correspondingly raised to 86 bhp (64 kW). The wheelbase was increased by 3 inches (76 mm) to 107 inches (2,700 mm).

The Zodiac and Zephyr were also offered in two body styles, the "Highline" and "Lowline", depending on the year of manufacture — the difference being 1.75 in (44 mm) being cut from the height of the roof panel. The "Highline" variant featured a hemispherical instrument cluster, whereas the "Lowline" had a more rectangular panel.

Australian production:

In Australia, the Mark II Consul, Zephyr, and Zodiac were built at Ford Australia's factory in Geelong. Sedan, coupe utility, and both four-cylinder Consul and six-cylinder Zephyr station wagon versions were produced. No Zodiac version station wagons were offered. The Australian-developed Mark II Station Wagon differed from its British Estate Car counterpart in having a wind-up rear window, and a straight C pillar, rather than a curved one. A handful of Station Wagons were registered in 1958, but sales did not really commence until about halfway through 1959.

Mark II manufacture continued until 1962, when production switched to the assembly of Mark IIIs from imported complete knock-down (CKD) kits. It had originally been planned by Ford Australia to facelift the Mark II as its main competitor to the rival Holden, but due to the exorbitant price being asked for by Ford UK for its now redundant production jigs for the Mark II, Ford Australia chose to instead locally manufacture the newly released North American Ford Falcon, which was significantly cheaper to manufacturer than the Zephyr, with the Mark III being relegated to special order only.

This model has been created for #mocaround49 build challenge #vacationwagon

For the 1969 model year, the full-size Ford model line underwent a complete redesign, increasing in wheelbase from 119 inches to 121 inches. In a consolidation of its branding, Ford station wagons and sedans were no longer distinct model lines. After adding LTD hood badging in 1968, the Country Squire was added to the model range for 1969, slotted above the (Galaxie) Country Sedan and (Custom 500) Ranch Wagon. Starting with 1969 the Big Six six-cylinder was no longer offered on the Country Squire while it continued with the Country Sedan and Ranch Wagon. The 1969 ten-passenger version was listed at US$3,721.

For the 1969 model year, a new generation of Ford and Mercury cars made their debut; station wagons for both divisions rode on a 121-inch wheelbase shared with the Ford sedan line, a gain of two inches. The "Magic Doorgate" tailgate was updated to a 3-way design: it could now swing down like a tailgate or swing out with the window down or up (the latter was previously not possible).

As part of the LTD line, the Country Squire wore similar interior trim; with the obvious exception of its simulated woodgrain paneling, Country Squires wore the same bodywork from the windshield forward as their LTD sedan counterparts.

1971 Ford LTD Country Squire

Initially, the standard engine was a 302 cubic-inch V8, replaced by a 351 cubic-inch V8 midway through the 1969 model year. As with its LTD counterpart, the 390 and 429 V8 engines were options. In 1971, the 390 V8 was replaced by a 402 cubic-inch V8 (though sold as a 400). For a variety of reasons, 1972 saw a major decrease in powertrain output. That year, gross horsepower was replaced by SAE net horsepower. The addition of emissions controls and the adoption of unleaded fuel required lowered compression ratios and retarded ignition timing. In one example, the range-topping 429 V8 would see its output drop from 365 hp to 212 hp from 1971 to 1972. In 1972, the 429 was joined by a 224-hp 460 cubic-inch V8 seen previously in the Lincoln lineup.

Ford's lineup from 1969-1978 were the largest passenger cars built by the company, and the following generation vehicles downsized substantially.

This 1969 version has been created for #mocaround49 titled #vacationwagon

The Holden FB is an automobile produced by Holden in Australia from 1960 to 1961. Introduced on 14 January 1960, the FB series replaced the Holden FC range.

The FB range consisted of four-door sedans in two trim levels, five-door station wagons in two trim levels, a two-door coupe utility and a two-door panel van.

The FB was promoted as being longer, lower, more spacious and more powerful than the FC model, but in reality it was only slightly so on each count. Overall length was 5.5 inches (140 mm) greater, although the wheelbase remained the same.

The engine bore was still 3 inches (76 mm), the last model with that specification. Engine capacity remained at 132 cubic inches (2.16 L) but the compression ratio was raised. However, the resulting extra 4 brake horsepower (3 kW) of power did not compensate for the greater weight of the FB, so performance was inferior to that of its predecessor.

Obvious styling differences were the lower bonnet, finned rear mudguards with new taillights (on the sedans and wagons only) and a wrap-around windscreen. Seating was improved, as was the instrument panel.

Notably, the FB was the first Holden model to also be produced in left-hand drive form, those vehicles being destined for export markets.

This is my first model for #mocaround49 build challenge titled #vacationwagon

For 1955 the car lost its status as Mercury's top model, replaced by the Montclair. The same year, it gained the 292 cu in (4.8 L) Y-block from the Thunderbird, producing 188 hp (140 kW) with the standard transmission or 198 with the Merc-O-Matic. It used independent ball-joint front suspension. Brake size was increased. The Monterey was positioned above the base model Custom series for the 1955 model year. Optionally available was a dual 4-barrel carburetor setup that provided 260 hp (190 kW) starting in 1956. All Mercury's for 1955 offered a canted hood over the headlights previously introduced on the Mercury XM-800 concept car from 1954. The 1955 four-door sedan was US$2,400 ($24,277 in 2021 dollars ) and sold 70,392.

1956 brought another new engine, the 235 hp (175 kW) 312 cu. in and all Mercury sedans underwent an exterior revision, trading its crest badge for a "Big M" emblem. The side trim was revised to a full-length multi-tier chrome spear, with two types of two-tone paint combinations, offering the traditional approach of a roof color over a different body color, and "Flo-tone" where the roof and lower body were painted in one color and the upper body painted in another color. There were a total of thirty-one two-tone combinations and twenty-eight "Flo-tone" combinations.

The update brought several functional revisions, including a 12-volt electric system which allowed the installation of power operated accessories to be installed including air conditioning, standard dual exhaust to improve engine performance, and an automatic self-lubrication system (for the steering and front suspension). Mercury added its own version of the Ford Lifeguard safety system; a deep-dish steering wheel was standard, along with safety door locks, tubeless tires, and a breakaway safety glass rearview mirror. In addition, childproof rear door locks, seatbelts, and a padded dashboards were introduced as free-standing options. The 292 V8 was replaced by a 312 cubic-inch V8, producing 225 hp.

Created for #mocaround49 challenge #vacationwagon

For 1955 the car lost its status as Mercury's top model, replaced by the Montclair. The same year, it gained the 292 cu in (4.8 L) Y-block from the Thunderbird, producing 188 hp (140 kW) with the standard transmission or 198 with the Merc-O-Matic. It used independent ball-joint front suspension. Brake size was increased. The Monterey was positioned above the base model Custom series for the 1955 model year. Optionally available was a dual 4-barrel carburetor setup that provided 260 hp (190 kW) starting in 1956. All Mercury's for 1955 offered a canted hood over the headlights previously introduced on the Mercury XM-800 concept car from 1954. The 1955 four-door sedan was US$2,400 ($24,277 in 2021 dollars ) and sold 70,392.

1956 brought another new engine, the 235 hp (175 kW) 312 cu. in and all Mercury sedans underwent an exterior revision, trading its crest badge for a "Big M" emblem. The side trim was revised to a full-length multi-tier chrome spear, with two types of two-tone paint combinations, offering the traditional approach of a roof color over a different body color, and "Flo-tone" where the roof and lower body were painted in one color and the upper body painted in another color. There were a total of thirty-one two-tone combinations and twenty-eight "Flo-tone" combinations.

The update brought several functional revisions, including a 12-volt electric system which allowed the installation of power operated accessories to be installed including air conditioning, standard dual exhaust to improve engine performance, and an automatic self-lubrication system (for the steering and front suspension). Mercury added its own version of the Ford Lifeguard safety system; a deep-dish steering wheel was standard, along with safety door locks, tubeless tires, and a breakaway safety glass rearview mirror. In addition, childproof rear door locks, seatbelts, and a padded dashboards were introduced as free-standing options. The 292 V8 was replaced by a 312 cubic-inch V8, producing 225 hp.

Created for #mocaround49 challenge #vacationwagon

The CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.

The 3.5 L (215 cu in) Hemi-6 and 5.9 L (360 cu in) V8 were dropped, and the only engine options were low- and high-compression versions of the 4.0 L (245 cu in) Hemi-6 and the 5.2 L (318 cu in) V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.

Valiant and Regal sedans also benefited from the 1978 introduction of Radial Tuned Suspension in response to Holden's having marketed their suspension as particularly suited to radial tyres.

36,672 CL Valiants — including the last-ever Chargers — were built.

This Valiant wagon is created for the #mocaround49 challneg #vacationwagon

For 1955 the car lost its status as Mercury's top model, replaced by the Montclair. The same year, it gained the 292 cu in (4.8 L) Y-block from the Thunderbird, producing 188 hp (140 kW) with the standard transmission or 198 with the Merc-O-Matic. It used independent ball-joint front suspension. Brake size was increased. The Monterey was positioned above the base model Custom series for the 1955 model year. Optionally available was a dual 4-barrel carburetor setup that provided 260 hp (190 kW) starting in 1956. All Mercury's for 1955 offered a canted hood over the headlights previously introduced on the Mercury XM-800 concept car from 1954. The 1955 four-door sedan was US$2,400 ($24,277 in 2021 dollars ) and sold 70,392.

1956 brought another new engine, the 235 hp (175 kW) 312 cu. in and all Mercury sedans underwent an exterior revision, trading its crest badge for a "Big M" emblem. The side trim was revised to a full-length multi-tier chrome spear, with two types of two-tone paint combinations, offering the traditional approach of a roof color over a different body color, and "Flo-tone" where the roof and lower body were painted in one color and the upper body painted in another color. There were a total of thirty-one two-tone combinations and twenty-eight "Flo-tone" combinations.

The update brought several functional revisions, including a 12-volt electric system which allowed the installation of power operated accessories to be installed including air conditioning, standard dual exhaust to improve engine performance, and an automatic self-lubrication system (for the steering and front suspension). Mercury added its own version of the Ford Lifeguard safety system; a deep-dish steering wheel was standard, along with safety door locks, tubeless tires, and a breakaway safety glass rearview mirror. In addition, childproof rear door locks, seatbelts, and a padded dashboards were introduced as free-standing options. The 292 V8 was replaced by a 312 cubic-inch V8, producing 225 hp.

Created for #mocaround49 challenge #vacationwagon

The Packard Station Sedan was a pseudo luxury station wagon model produced by the Packard Motor Car Company of Detroit, Michigan between 1948 and 1950, using the Packard Eight platform. By offering the Station Sedan Packard could market a vehicle with station wagon attributes, but without the investment cost associated with a complete station wagon development program.

The Station Sedan used a combination of steel framing and body parts along with structural wood panels made from northern birch to create a "woody" station wagon-like car due to the growing popularity of them after World War II. Unlike other woody wagons of the day, which used wooden passenger compartments mounted to chassis of a particular car, the Station Sedan used a steel subframe and steel passenger doors onto which hard wood panels were mounted. The only wooden door on the vehicle was the rear gate assembly. Unlike competitor station wagons from Buick, Chrysler and Mercury, the Packard's length was not long enough to accommodate optional third row seating.

Neither a sedan, nor true station wagon, the Station Sedan enjoyed limited success, with a listed retail price of US$3,459 ($38,958 in 2021 dollars) for its final year of 1950, and was discontinued when the 1951 Packard models were introduced.

For the 1969 model year, the full-size Ford model line underwent a complete redesign, increasing in wheelbase from 119 inches to 121 inches. In a consolidation of its branding, Ford station wagons and sedans were no longer distinct model lines. After adding LTD hood badging in 1968, the Country Squire was added to the model range for 1969, slotted above the (Galaxie) Country Sedan and (Custom 500) Ranch Wagon. Starting with 1969 the Big Six six-cylinder was no longer offered on the Country Squire while it continued with the Country Sedan and Ranch Wagon. The 1969 ten-passenger version was listed at US$3,721.

For the 1969 model year, a new generation of Ford and Mercury cars made their debut; station wagons for both divisions rode on a 121-inch wheelbase shared with the Ford sedan line, a gain of two inches. The "Magic Doorgate" tailgate was updated to a 3-way design: it could now swing down like a tailgate or swing out with the window down or up (the latter was previously not possible).

As part of the LTD line, the Country Squire wore similar interior trim; with the obvious exception of its simulated woodgrain paneling, Country Squires wore the same bodywork from the windshield forward as their LTD sedan counterparts.

1971 Ford LTD Country Squire

Initially, the standard engine was a 302 cubic-inch V8, replaced by a 351 cubic-inch V8 midway through the 1969 model year. As with its LTD counterpart, the 390 and 429 V8 engines were options. In 1971, the 390 V8 was replaced by a 402 cubic-inch V8 (though sold as a 400). For a variety of reasons, 1972 saw a major decrease in powertrain output. That year, gross horsepower was replaced by SAE net horsepower. The addition of emissions controls and the adoption of unleaded fuel required lowered compression ratios and retarded ignition timing. In one example, the range-topping 429 V8 would see its output drop from 365 hp to 212 hp from 1971 to 1972. In 1972, the 429 was joined by a 224-hp 460 cubic-inch V8 seen previously in the Lincoln lineup.

Ford's lineup from 1969-1978 were the largest passenger cars built by the company, and the following generation vehicles downsized substantially.

This 1969 version has been created for #mocaround49 titled #vacationwagon

For the 1969 model year, the full-size Ford model line underwent a complete redesign, increasing in wheelbase from 119 inches to 121 inches. In a consolidation of its branding, Ford station wagons and sedans were no longer distinct model lines. After adding LTD hood badging in 1968, the Country Squire was added to the model range for 1969, slotted above the (Galaxie) Country Sedan and (Custom 500) Ranch Wagon. Starting with 1969 the Big Six six-cylinder was no longer offered on the Country Squire while it continued with the Country Sedan and Ranch Wagon. The 1969 ten-passenger version was listed at US$3,721.

For the 1969 model year, a new generation of Ford and Mercury cars made their debut; station wagons for both divisions rode on a 121-inch wheelbase shared with the Ford sedan line, a gain of two inches. The "Magic Doorgate" tailgate was updated to a 3-way design: it could now swing down like a tailgate or swing out with the window down or up (the latter was previously not possible).

As part of the LTD line, the Country Squire wore similar interior trim; with the obvious exception of its simulated woodgrain paneling, Country Squires wore the same bodywork from the windshield forward as their LTD sedan counterparts.

1971 Ford LTD Country Squire

Initially, the standard engine was a 302 cubic-inch V8, replaced by a 351 cubic-inch V8 midway through the 1969 model year. As with its LTD counterpart, the 390 and 429 V8 engines were options. In 1971, the 390 V8 was replaced by a 402 cubic-inch V8 (though sold as a 400). For a variety of reasons, 1972 saw a major decrease in powertrain output. That year, gross horsepower was replaced by SAE net horsepower. The addition of emissions controls and the adoption of unleaded fuel required lowered compression ratios and retarded ignition timing. In one example, the range-topping 429 V8 would see its output drop from 365 hp to 212 hp from 1971 to 1972. In 1972, the 429 was joined by a 224-hp 460 cubic-inch V8 seen previously in the Lincoln lineup.

Ford's lineup from 1969-1978 were the largest passenger cars built by the company, and the following generation vehicles downsized substantially.

This 1969 version has been created for #mocaround49 titled #vacationwagon

The Holden FB is an automobile produced by Holden in Australia from 1960 to 1961. Introduced on 14 January 1960, the FB series replaced the Holden FC range.

The FB range consisted of four-door sedans in two trim levels, five-door station wagons in two trim levels, a two-door coupe utility and a two-door panel van.

The FB was promoted as being longer, lower, more spacious and more powerful than the FC model, but in reality it was only slightly so on each count. Overall length was 5.5 inches (140 mm) greater, although the wheelbase remained the same.

The engine bore was still 3 inches (76 mm), the last model with that specification. Engine capacity remained at 132 cubic inches (2.16 L) but the compression ratio was raised. However, the resulting extra 4 brake horsepower (3 kW) of power did not compensate for the greater weight of the FB, so performance was inferior to that of its predecessor.

Obvious styling differences were the lower bonnet, finned rear mudguards with new taillights (on the sedans and wagons only) and a wrap-around windscreen. Seating was improved, as was the instrument panel.

Notably, the FB was the first Holden model to also be produced in left-hand drive form, those vehicles being destined for export markets.

This is my first model for #mocaround49 build challenge titled #vacationwagon

For 1969, a major restyle brought a dramatic new look to all full sized Chrysler Corporation cars. Called "fuselage design", it featured a pronounced side curvature from the rocker panels all the way to the roof rails. Plymouth and Dodge models, excluding wagons, shared passenger compartment structures and greenhouses riding on 120-inch and 122-inch wheelbases respectively. Similarly, Chrysler and Imperial models, excluding T&C wagon, shared slightly longer passenger compartments and greenhouses, riding on 124-inch and 127-inch wheelbases respectively (all of the Imperial's longer wheelbase was in the front clip). As in the prior generation, all Chrysler full-sized wagons shared a common greenhouse on a unitized body and chassis with longitudinal front torsion bars, rear leaf springs, and the Dodge's 122-inch wheelbase. As before, the wagon's shorter wheelbase was offset by the additional rear overhang. 1969 Town & Country wagons were nearly identical to other Chrysler body styles in overall length at just under 225 inches.

Fuselage era Chryslers all featured a full-width loop style chrome front bumper. Quad headlamps and grille were recessed inside the loop, with differing grille inserts for each series. Turn signal and parking lamps were recessed into the bumper below the headlamps. Body sides were simple and smooth with a subtle character line originating at the front bumper, descending slightly for the length of the car, and ending at the wrap-around rear bumper. On Town & Country wagons, this character line was also the location of the lower molding surrounding the standard wood grain side paneling, simulated cherry for 1969. The fuselage profile extended the length of a full-sized "long roof" made for a rather striking looking wagon.

For 1969, a major restyle brought a dramatic new look to all full sized Chrysler Corporation cars. Called "fuselage design", it featured a pronounced side curvature from the rocker panels all the way to the roof rails. Plymouth and Dodge models, excluding wagons, shared passenger compartment structures and greenhouses riding on 120-inch and 122-inch wheelbases respectively. Similarly, Chrysler and Imperial models, excluding T&C wagon, shared slightly longer passenger compartments and greenhouses, riding on 124-inch and 127-inch wheelbases respectively (all of the Imperial's longer wheelbase was in the front clip). As in the prior generation, all Chrysler full-sized wagons shared a common greenhouse on a unitized body and chassis with longitudinal front torsion bars, rear leaf springs, and the Dodge's 122-inch wheelbase. As before, the wagon's shorter wheelbase was offset by the additional rear overhang. 1969 Town & Country wagons were nearly identical to other Chrysler body styles in overall length at just under 225 inches.

Fuselage era Chryslers all featured a full-width loop style chrome front bumper. Quad headlamps and grille were recessed inside the loop, with differing grille inserts for each series. Turn signal and parking lamps were recessed into the bumper below the headlamps. Body sides were simple and smooth with a subtle character line originating at the front bumper, descending slightly for the length of the car, and ending at the wrap-around rear bumper. On Town & Country wagons, this character line was also the location of the lower molding surrounding the standard wood grain side paneling, simulated cherry for 1969. The fuselage profile extended the length of a full-sized "long roof" made for a rather striking looking wagon.

Lincoln has been the luxury brand associated with the Ford Motor Company for nearly a century now.

The brand has not been know to build factory 'wagon' models until recently. With the advent of the Crossover Utility Vehicle (CUV), Lincoln has stepped into this space in the past 20 years or so, initially with a body-on-frame 2003 Lincoln Aviator, based on the contemporary Ford Explorer. This first generation was succeeded by the Lincoln MKT shown here.

This new model was again Explorer-based, but now built on the unibody D4 Platform, also shared with the Taurus and Lincoln MKS sedans.

The Lincolns of this era boldly wore large waterfall grille designs on their prows. Though handsome in concept forms, they didn't quite sit right on all of the production cars.

Otherwise, as a wagon, the MKS was probably pretty handy - the D4 platform providing a commodious interior, with luxury finishes befitting a Lincoln.

Customers didn't seem to be convinced though, as the MKT didn't seem to have a particular purpose - it wasn't an offroader, it was quite big (the biggest version of D4), and it wasn't particularly stylish or inspirational. This saw the MKT transferred to the odd role of bring Lincoln's 'livery' vehicle - albeit now as a very spacious 5-seater. The kind of car expensive hotels use to ferry you to the airport, or for funeral homes. It this respect, it replaced the Lincoln Town Car, which had hitherto played this role.

The MKT was replaced in 2019 by the CD6 architecture 2nd generation Aviator, now wearing a Bentleyesqe grille and more capably filling the aspirational large family crossover market segment.

The CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.

The 3.5 L (215 cu in) Hemi-6 and 5.9 L (360 cu in) V8 were dropped, and the only engine options were low- and high-compression versions of the 4.0 L (245 cu in) Hemi-6 and the 5.2 L (318 cu in) V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.

Valiant and Regal sedans also benefited from the 1978 introduction of Radial Tuned Suspension in response to Holden's having marketed their suspension as particularly suited to radial tyres.

36,672 CL Valiants — including the last-ever Chargers — were built.

This Valiant wagon is created for the #mocaround49 challneg #vacationwagon

For the 1969 model year, the full-size Ford model line underwent a complete redesign, increasing in wheelbase from 119 inches to 121 inches. In a consolidation of its branding, Ford station wagons and sedans were no longer distinct model lines. After adding LTD hood badging in 1968, the Country Squire was added to the model range for 1969, slotted above the (Galaxie) Country Sedan and (Custom 500) Ranch Wagon. Starting with 1969 the Big Six six-cylinder was no longer offered on the Country Squire while it continued with the Country Sedan and Ranch Wagon. The 1969 ten-passenger version was listed at US$3,721.

For the 1969 model year, a new generation of Ford and Mercury cars made their debut; station wagons for both divisions rode on a 121-inch wheelbase shared with the Ford sedan line, a gain of two inches. The "Magic Doorgate" tailgate was updated to a 3-way design: it could now swing down like a tailgate or swing out with the window down or up (the latter was previously not possible).

As part of the LTD line, the Country Squire wore similar interior trim; with the obvious exception of its simulated woodgrain paneling, Country Squires wore the same bodywork from the windshield forward as their LTD sedan counterparts.

1971 Ford LTD Country Squire

Initially, the standard engine was a 302 cubic-inch V8, replaced by a 351 cubic-inch V8 midway through the 1969 model year. As with its LTD counterpart, the 390 and 429 V8 engines were options. In 1971, the 390 V8 was replaced by a 402 cubic-inch V8 (though sold as a 400). For a variety of reasons, 1972 saw a major decrease in powertrain output. That year, gross horsepower was replaced by SAE net horsepower. The addition of emissions controls and the adoption of unleaded fuel required lowered compression ratios and retarded ignition timing. In one example, the range-topping 429 V8 would see its output drop from 365 hp to 212 hp from 1971 to 1972. In 1972, the 429 was joined by a 224-hp 460 cubic-inch V8 seen previously in the Lincoln lineup.

Ford's lineup from 1969-1978 were the largest passenger cars built by the company, and the following generation vehicles downsized substantially.

This 1969 version has been created for #mocaround49 titled #vacationwagon

The Holden FB is an automobile produced by Holden in Australia from 1960 to 1961. Introduced on 14 January 1960, the FB series replaced the Holden FC range.

The FB range consisted of four-door sedans in two trim levels, five-door station wagons in two trim levels, a two-door coupe utility and a two-door panel van.

The FB was promoted as being longer, lower, more spacious and more powerful than the FC model, but in reality it was only slightly so on each count. Overall length was 5.5 inches (140 mm) greater, although the wheelbase remained the same.

The engine bore was still 3 inches (76 mm), the last model with that specification. Engine capacity remained at 132 cubic inches (2.16 L) but the compression ratio was raised. However, the resulting extra 4 brake horsepower (3 kW) of power did not compensate for the greater weight of the FB, so performance was inferior to that of its predecessor.

Obvious styling differences were the lower bonnet, finned rear mudguards with new taillights (on the sedans and wagons only) and a wrap-around windscreen. Seating was improved, as was the instrument panel.

Notably, the FB was the first Holden model to also be produced in left-hand drive form, those vehicles being destined for export markets.

This is my first model for #mocaround49 build challenge titled #vacationwagon

For 1955 the car lost its status as Mercury's top model, replaced by the Montclair. The same year, it gained the 292 cu in (4.8 L) Y-block from the Thunderbird, producing 188 hp (140 kW) with the standard transmission or 198 with the Merc-O-Matic. It used independent ball-joint front suspension. Brake size was increased. The Monterey was positioned above the base model Custom series for the 1955 model year. Optionally available was a dual 4-barrel carburetor setup that provided 260 hp (190 kW) starting in 1956. All Mercury's for 1955 offered a canted hood over the headlights previously introduced on the Mercury XM-800 concept car from 1954. The 1955 four-door sedan was US$2,400 ($24,277 in 2021 dollars ) and sold 70,392.

1956 brought another new engine, the 235 hp (175 kW) 312 cu. in and all Mercury sedans underwent an exterior revision, trading its crest badge for a "Big M" emblem. The side trim was revised to a full-length multi-tier chrome spear, with two types of two-tone paint combinations, offering the traditional approach of a roof color over a different body color, and "Flo-tone" where the roof and lower body were painted in one color and the upper body painted in another color. There were a total of thirty-one two-tone combinations and twenty-eight "Flo-tone" combinations.

The update brought several functional revisions, including a 12-volt electric system which allowed the installation of power operated accessories to be installed including air conditioning, standard dual exhaust to improve engine performance, and an automatic self-lubrication system (for the steering and front suspension). Mercury added its own version of the Ford Lifeguard safety system; a deep-dish steering wheel was standard, along with safety door locks, tubeless tires, and a breakaway safety glass rearview mirror. In addition, childproof rear door locks, seatbelts, and a padded dashboards were introduced as free-standing options. The 292 V8 was replaced by a 312 cubic-inch V8, producing 225 hp.

Created for #mocaround49 challenge #vacationwagon

The Holden FB is an automobile produced by Holden in Australia from 1960 to 1961. Introduced on 14 January 1960, the FB series replaced the Holden FC range.

The FB range consisted of four-door sedans in two trim levels, five-door station wagons in two trim levels, a two-door coupe utility and a two-door panel van.

The FB was promoted as being longer, lower, more spacious and more powerful than the FC model, but in reality it was only slightly so on each count. Overall length was 5.5 inches (140 mm) greater, although the wheelbase remained the same.

The engine bore was still 3 inches (76 mm), the last model with that specification. Engine capacity remained at 132 cubic inches (2.16 L) but the compression ratio was raised. However, the resulting extra 4 brake horsepower (3 kW) of power did not compensate for the greater weight of the FB, so performance was inferior to that of its predecessor.

Obvious styling differences were the lower bonnet, finned rear mudguards with new taillights (on the sedans and wagons only) and a wrap-around windscreen. Seating was improved, as was the instrument panel.

Notably, the FB was the first Holden model to also be produced in left-hand drive form, those vehicles being destined for export markets.

This is my first model for #mocaround49 build challenge titled #vacationwagon

The Edsel Villager is a station wagon that was produced and sold by Edsel from 1958 to 1960. Like the two-door Roundup and premium Bermuda station wagons, the Villager was initially built on a 116 in wheelbase shared with Ford's station wagons, and, throughout its lifespan, shared Ford's wagons core body stampings. The Villager and the Ranger were the only two model names that existed throughout Edsel's three-year life span as an automobile marque.

The Villager represented the intermediate trim level available within the Edsel brand for station wagons, but differed from the two-door Roundup by being offered in six and nine passenger styles. The Villager was available in a four-door configuration only.

In terms of interior and exterior trim, the Villager had parity with the Edsel Ranger's interior and exterior appointments. Standard features included black rubber floor mats, ashtrays, cigar lighter, arm rests, chromed rear-view mirror and crank-operated rear windows. Like all other Edsel wagons, the Villager came with a two-piece tailgate. Seat belts were optional

During its first year in production, Edsel sold more Villagers than Roundup and Bermuda station wagons combined. Despite overall declining Edsel sales in 1959, sales of the 1959 Villager (7,820 units) outpaced the combined three-model ranges of station wagon production in 1958 (6,470 units) by well over 1,000 vehicles.

Everybody gives Edsel a hard time for its styling, but I think the revised 1959 design isn't too bad

For 1955 the car lost its status as Mercury's top model, replaced by the Montclair. The same year, it gained the 292 cu in (4.8 L) Y-block from the Thunderbird, producing 188 hp (140 kW) with the standard transmission or 198 with the Merc-O-Matic. It used independent ball-joint front suspension. Brake size was increased. The Monterey was positioned above the base model Custom series for the 1955 model year. Optionally available was a dual 4-barrel carburetor setup that provided 260 hp (190 kW) starting in 1956. All Mercury's for 1955 offered a canted hood over the headlights previously introduced on the Mercury XM-800 concept car from 1954. The 1955 four-door sedan was US$2,400 ($24,277 in 2021 dollars ) and sold 70,392.

1956 brought another new engine, the 235 hp (175 kW) 312 cu. in and all Mercury sedans underwent an exterior revision, trading its crest badge for a "Big M" emblem. The side trim was revised to a full-length multi-tier chrome spear, with two types of two-tone paint combinations, offering the traditional approach of a roof color over a different body color, and "Flo-tone" where the roof and lower body were painted in one color and the upper body painted in another color. There were a total of thirty-one two-tone combinations and twenty-eight "Flo-tone" combinations.

The update brought several functional revisions, including a 12-volt electric system which allowed the installation of power operated accessories to be installed including air conditioning, standard dual exhaust to improve engine performance, and an automatic self-lubrication system (for the steering and front suspension). Mercury added its own version of the Ford Lifeguard safety system; a deep-dish steering wheel was standard, along with safety door locks, tubeless tires, and a breakaway safety glass rearview mirror. In addition, childproof rear door locks, seatbelts, and a padded dashboards were introduced as free-standing options. The 292 V8 was replaced by a 312 cubic-inch V8, producing 225 hp.

Created for #mocaround49 challenge #vacationwagon

Lincoln has been the luxury brand associated with the Ford Motor Company for nearly a century now.

The brand has not been know to build factory 'wagon' models until recently. With the advent of the Crossover Utility Vehicle (CUV), Lincoln has stepped into this space in the past 20 years or so, initially with a body-on-frame 2003 Lincoln Aviator, based on the contemporary Ford Explorer. This first generation was succeeded by the Lincoln MKT shown here.

This new model was again Explorer-based, but now built on the unibody D4 Platform, also shared with the Taurus and Lincoln MKS sedans.

The Lincolns of this era boldly wore large waterfall grille designs on their prows. Though handsome in concept forms, they didn't quite sit right on all of the production cars.

Otherwise, as a wagon, the MKS was probably pretty handy - the D4 platform providing a commodious interior, with luxury finishes befitting a Lincoln.

Customers didn't seem to be convinced though, as the MKT didn't seem to have a particular purpose - it wasn't an offroader, it was quite big (the biggest version of D4), and it wasn't particularly stylish or inspirational. This saw the MKT transferred to the odd role of bring Lincoln's 'livery' vehicle - albeit now as a very spacious 5-seater. The kind of car expensive hotels use to ferry you to the airport, or for funeral homes. It this respect, it replaced the Lincoln Town Car, which had hitherto played this role.

The MKT was replaced in 2019 by the CD6 architecture 2nd generation Aviator, now wearing a Bentleyesqe grille and more capably filling the aspirational large family crossover market segment.

#vacationwagon

All those classic V8 Woody wagons. All those 21st century 4wd Crossovers.

Nice.

when I went on vacation as a child, it was in the back of one of these next to vomiting sibling 4 & 5.

Powering this powerhouse was a OHV 4-cylinder of 2.0 litres, and maybe 90 PS (67 kW). With a loaded trailer behind, and most of its 9 seats occupied, this family hauler was not excited to do NSW Brown Mountain, made all the worse with fuel starvation from a clogged fuel filter, courtesy of some dodgy jerrycans and the fuel contained therein. We encountered this problem often enough that we modified the fuel lines to allow us to perform the filter change/clean from inside the vehicle through the engine hatch (see interior image with the front-centre seat tipped forward) rather than from underneath the car (in the rain/mud).

With so much car and so little engine, you wouldn't expect these to be fast (they weren't), but a max speed run (Schumack St) got much more km/h than I was expecting. A full-bore braking stop in the dark though, felt like the world was about to end/be very interesting, as the van pitched so much that everything went completely dark as the headlamps pointed down at the road immediately in front of me.

And this was the first car I ever drove.

The CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.

The 3.5 L (215 cu in) Hemi-6 and 5.9 L (360 cu in) V8 were dropped, and the only engine options were low- and high-compression versions of the 4.0 L (245 cu in) Hemi-6 and the 5.2 L (318 cu in) V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.

Valiant and Regal sedans also benefited from the 1978 introduction of Radial Tuned Suspension in response to Holden's having marketed their suspension as particularly suited to radial tyres.

36,672 CL Valiants — including the last-ever Chargers — were built.

This Valiant wagon is created for the #mocaround49 challneg #vacationwagon

Lincoln has been the luxury brand associated with the Ford Motor Company for nearly a century now.

The brand has not been know to build factory 'wagon' models until recently. With the advent of the Crossover Utility Vehicle (CUV), Lincoln has stepped into this space in the past 20 years or so, initially with a body-on-frame 2003 Lincoln Aviator, based on the contemporary Ford Explorer. This first generation was succeeded by the Lincoln MKT shown here.

This new model was again Explorer-based, but now built on the unibody D4 Platform, also shared with the Taurus and Lincoln MKS sedans.

The Lincolns of this era boldly wore large waterfall grille designs on their prows. Though handsome in concept forms, they didn't quite sit right on all of the production cars.

Otherwise, as a wagon, the MKS was probably pretty handy - the D4 platform providing a commodious interior, with luxury finishes befitting a Lincoln.

Customers didn't seem to be convinced though, as the MKT didn't seem to have a particular purpose - it wasn't an offroader, it was quite big (the biggest version of D4), and it wasn't particularly stylish or inspirational. This saw the MKT transferred to the odd role of bring Lincoln's 'livery' vehicle - albeit now as a very spacious 5-seater. The kind of car expensive hotels use to ferry you to the airport, or for funeral homes. It this respect, it replaced the Lincoln Town Car, which had hitherto played this role.

The MKT was replaced in 2019 by the CD6 architecture 2nd generation Aviator, now wearing a Bentleyesqe grille and more capably filling the aspirational large family crossover market segment.

The CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.

The 3.5 L (215 cu in) Hemi-6 and 5.9 L (360 cu in) V8 were dropped, and the only engine options were low- and high-compression versions of the 4.0 L (245 cu in) Hemi-6 and the 5.2 L (318 cu in) V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.

Valiant and Regal sedans also benefited from the 1978 introduction of Radial Tuned Suspension in response to Holden's having marketed their suspension as particularly suited to radial tyres.

36,672 CL Valiants — including the last-ever Chargers — were built.

This Valiant wagon is created for the #mocaround49 challneg #vacationwagon

Lincoln has been the luxury brand associated with the Ford Motor Company for nearly a century now.

The brand has not been know to build factory 'wagon' models until recently. With the advent of the Crossover Utility Vehicle (CUV), Lincoln has stepped into this space in the past 20 years or so, initially with a body-on-frame 2003 Lincoln Aviator, based on the contemporary Ford Explorer. This first generation was succeeded by the Lincoln MKT shown here.

This new model was again Explorer-based, but now built on the unibody D4 Platform, also shared with the Taurus and Lincoln MKS sedans.

The Lincolns of this era boldly wore large waterfall grille designs on their prows. Though handsome in concept forms, they didn't quite sit right on all of the production cars.

Otherwise, as a wagon, the MKS was probably pretty handy - the D4 platform providing a commodious interior, with luxury finishes befitting a Lincoln.

Customers didn't seem to be convinced though, as the MKT didn't seem to have a particular purpose - it wasn't an offroader, it was quite big (the biggest version of D4), and it wasn't particularly stylish or inspirational. This saw the MKT transferred to the odd role of bring Lincoln's 'livery' vehicle - albeit now as a very spacious 5-seater. The kind of car expensive hotels use to ferry you to the airport, or for funeral homes. It this respect, it replaced the Lincoln Town Car, which had hitherto played this role.

The MKT was replaced in 2019 by the CD6 architecture 2nd generation Aviator, now wearing a Bentleyesqe grille and more capably filling the aspirational large family crossover market segment.