Everybody remembers the Bel Air, but it wasn't the volume leader: in 1953 and 1954 the mid-tier Two-Ten actually outsold every other Chevrolet, Bel Air included.
Median 88 hp across 108 similar cars
Lead trim: Two-Ten 235 "Thrift-King" I6 (1953; 108 hp, manual) · up to 125 hp
Chevrolet Two-TenTWO-TEN-1953 · 1953–1954
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Nobody in Burbles has spotted a Chevrolet Two-Ten yet. See one on the street, point the app at it, and the first card is yours — with your @handle permanently credited on this page.
FactEverybody remembers the Bel Air, but it wasn't the volume leader: in 1953 and 1954 the mid-tier Two-Ten actually outsold every other Chevrolet, Bel Air included.
The Chevrolet 210 or Two-Ten is a midrange car marketed from 1953 until 1957, named by shortening the production series number 2100 by one digit to capitalize on the 1950s trend toward numerical auto names; it replaced the Styleline DeLuxe and was replaced by the Biscayne. Introduced for 1953, it was actually the best-selling Chevrolet model during 1953 and 1954, offering a balance of style and luxury appointments unavailable in the base 150 but costing less than the glitzy Bel Air, and it offered the widest choice of body styles for 1953: a convertible, Sport Coupe hardtop, two- and four-door sedans and four-door station wagons. Unlike the 150 series, Two-Tens were always available with the same luxury options as the Bel Air, including the Powerglide automatic transmission, power window lifts and seat adjuster. The Two-Ten Townsman was the top wagon in 1953, moved up to the Bel Air series for 1954 and returned to the Two-Ten for 1955. The two model years were essentially the same apart from minor front and rear trim items and the reduced model offering in 1954 (turn signal indicators on 1953 dashboards were white, green in 1954). Two engines were used in each of the 1953 and 1954 model years, the more powerful Blue Flame unit going with the Powerglide; all Two-Tens had a three-speed Synchromesh manual as standard with two optional transmissions, all engines were overhead valve designs commonly called "Stovebolt Sixes" for the large slotted-head screws that fasten the valve cover and pushrod covers, and 1954 was the last year for 6-volt electrical systems. Wheelbase 115 in, length 195.5 in, width 75 in.
Collectors Spotted in the Chevrolet Two-Ten Lineage
No member has published a public street spot of the Chevrolet Two-Ten yet — the First · Worldwide stamp is wide open.
Trims & Figures
4 published trims in the catalogue. A blank is a figure not recorded, not zero.
| Trim | Years | Engine | Power | Torque | 0–60 | Drive | Gearbox | MSRP |
|---|---|---|---|---|---|---|---|---|
| Two-Ten 235 "Blue Flame" I6 (1953; 115 hp, Powerglide) | 1953–1953 | 3.9 L Inline-6 | 115 hp | 223 lb-ft | — | RWD | — | — |
| Two-Ten 235 "Blue Flame" I6 (1954; 115 hp, manual) | 1954–1954 | 3.9 L Inline-6 | 115 hp | 200 lb-ft | — | RWD | — | — |
| Two-Ten 235 "Blue Flame" I6 (1954; 125 hp, Powerglide) | 1954–1954 | 3.9 L Inline-6 | 125 hp | 204 lb-ft | — | RWD | — | — |
| Two-Ten 235 "Thrift-King" I6 (1953; 108 hp, manual) | 1953–1953 | 3.9 L Inline-6 | 108 hp | 200 lb-ft | — | RWD | — | — |
Owning one
We don’t estimate running costs for a car like this. What it costs depends on its condition, its specialist and how it is driven, and an average would mislead.
Owners’ builds
Nobody has claimed one yet.
Photographs
In 1957, even the mid-range Two-Ten could be ordered with Chevy's new Rochester Ram-Jet fuel injection on the 283 V8 — a technology most people only remember on the Corvette.
Everybody remembers the Bel Air, but it wasn't the volume leader: in 1953 and 1954 the mid-tier Two-Ten actually outsold every other Chevrolet, Bel Air included.
Rivals
Same body, same money, other badges — tap any card to flip.
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