There were two model years when American car shoppers had 47 station wagons to consider. Care to guess?
With the rise of the minivan in the 1980s and the SUV in the 1990s, most Americans lost interest in buying station wagons. Oh, sure, you can still buy a new wagon here today (all of which come from European marques, if you still count Volvo as European), but there was a time when the station wagon was so mainstream that American car shoppers could choose from dozens of different longroof models. The important question here is: what model year had the most new station wagon models available in the United States? Yes, we’re going to determine the year of Peak Wagon now!
As was the case with my still-controversial dive into the subject of the final two-speed transmission offered on a new car in America, definitions become all-important here. There are some very important such definitions involved here, and I assume you will be very angry about my interpretation of each of them. Just as with the maddeningly wrong and probably malicious definitions I deployed when I wrote about the Chevy Rat Motor, subjectivity comes into play.
First, calling your van a wagon doesn’t make it a wagon. Yes, Volkswagen of America called the Type 2 Transporter a station wagon in its marketing materials. Chrysler did the same with the Dodge A100, as did Ford with the Econoline and GM with the Corvair Greenbrier. Warlord-grade trucks aren’t wagons, either, so you Land Cruiser, Land Rover, Jeep and International Harvester fanatics might as well begin wailing and gnashing your teeth right now. I will allow that sedan deliveries are wagons— that’s a tough call, because some of the early ones are pretty truckish and/or not-so-wagonlike— but you’ll see that the sedan delivery model count doesn’t have any effect on determining the year of Peak Wagon in America.
Second, ordinary Americans had to be able to obtain a mass-produced wagon from a licensed dealer in America, and it had to be highway-legal here at the time of sale in order for it to count toward Peak Wagon scoring. That means no oddball wagons imported by servicemen stationed in Naha or Grafenwöhr, no backyard-built wagons with hand-carved poplar bodies and steam engines, no swoopy atomic-powered wagon prototypes built for World’s Fairs, no onesy-twosy imports of Soviet wagons by spirally eyed fly-by-night entrepreneurs (this one really hurts, because I was dying to include the available-here-in-theory GAZ Pobedas and Volgas, not to mention the Moskvich 402/407), no bracketed-by-asterisks homologation specials, no wagonified Detroit luxury sedans or muscle coupes custom-commissioned by high-ranking Detroit executives for their wives. No, no, no!
