It’s easy to get lost in the hype of the 1964 Mustang. People act like Ford didn’t build anything else that year. Honestly? That's just wrong. While everyone was losing their minds over the "Pony Car," the 1964 Ford station wagon was quietly doing the heavy lifting for millions of American families. It wasn't just a car; it was a mobile living room. A workhorse. A symbol of a suburban dream that was expanding as fast as the interstate system itself.
Think about it.
You’re looking at a time when gas was cheap and "safety features" were basically just a suggestion. The 1964 lineup—the Country Squire, the Country Sedan, and the Ranch Wagon—offered a level of utility that modern SUVs struggle to match. These things were huge. Long. Heavy. They had character that a modern crossover couldn't dream of, and they smelled like a mix of vinyl, gasoline, and old maps.
The Wood-Grained Elephant in the Room: The Country Squire
When most people picture a 1964 Ford station wagon, they see wood. Specifically, the "Di-Noc" vinyl paneling that adorned the sides of the Country Squire. It’s iconic. It’s also kinda weird when you think about it—putting fake wood stickers on a steel car to make it look like a boat or a carriage from the 1800s. But it worked.
The Country Squire was the top-tier trim. It was the wagon you bought when you wanted the neighbors to know you were doing well, but you still had three kids and a Golden Retriever to haul around. Underneath that wood-grain siding was the Galaxie 500 chassis, which meant you got the shiny chrome grill and those massive, jet-exhaust-inspired round taillights that Ford was obsessed with in the early 60s.
It wasn't just about looks, though. These wagons were built on a 119-inch wheelbase. That is a massive footprint. It gave the car a floaty, cloud-like ride quality. You didn't feel the road; you sort of glided over it, insulated from reality by several thousand pounds of American steel and a front coil-spring suspension that was tuned for comfort, not cornering. If you tried to take a sharp turn at 40 miles per hour, you’d feel the body roll like a ship in a storm. But on a straight stretch of Route 66? Nothing felt better.
What Most People Get Wrong About the Engine Options
There’s a common misconception that every one of these old wagons was packing a massive big-block V8. While it's true you could get a 390 cubic-inch Thunderbird V8, a lot of these cars actually rolled off the line with the 289 Challenger V8 or even the Mileage Maker Six.
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The 289 was a solid engine—reliable and punchy enough for city driving—but if you fully loaded a 1964 Ford station wagon with nine people and a roof rack full of luggage, that 289 was working for its life. The 390 was the real prize. With a four-barrel carburetor, it put out about 300 horsepower. That sounds like a lot, but remember, these wagons weighed nearly two tons. You weren't winning many drag races against GTOs, but you could cruise at 80 mph all day long without breaking a sweat.
Transmission and The "Cruise-O-Matic"
Most buyers opted for the three-speed Cruise-O-Matic automatic transmission. It was smooth. Boring, but smooth. If you find one today with a three-speed manual "three-on-the-tree," you’ve found a rare bird. Most dads back then were tired of shifting gears; they wanted to rest one arm on the door frame and steer with two fingers.
The Magic of the Rear-Facing Seat
Let's talk about the third row. In 1964, Ford’s engineering team was leaning hard into the "nine-passenger" marketing. The way they did this was by installing a rear-facing third-row seat.
If you were a kid in the 60s, this was the best seat in the house. You weren't looking at the back of your parents' heads; you were looking out the massive rear window at the cars following you. You’d make faces at the drivers behind you or play "slug bug" without getting yelled at. It was its own little world back there.
Safety? Non-existent. There were no headrests. Crumple zones were a fantasy. You were basically sitting in the trunk with a thin piece of glass between you and the tailgater behind you. But man, the visibility was incredible. The pillars were thin, and the glass was expansive. It’s something you just don't see anymore because modern safety pillars have to be thick enough to support the weight of the car in a rollover. In a '64 wagon, the cabin felt airy and bright.
Why the 1964 Model Year Was a Turning Point
1964 was a transitional year for Ford. It was the last year of this specific body style before the 1965 redesign moved toward a more stacked-headlight, squared-off look. The '64 has those beautiful, horizontal lines and a flatter hood. It feels more "space age" and less "industrial" than what came later.
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Technically, the 1964 Ford station wagon benefited from several small but vital improvements over the '63. Ford introduced "Swing-Away" steering wheels on some models, though it was rarer in the wagons. They also focused on "Total Performance," a marketing campaign that saw Ford competing in everything from NASCAR to Le Mans. That DNA trickled down into the wagons in the form of better braking (still drums, unfortunately) and more durable engine components.
- Ranch Wagon: The base model. No frills. Often used by businesses or fleet buyers.
- Country Sedan: The middle ground. Most of the Galaxie trim but without the fake wood.
- Country Squire: The flagship. Wood-grain, plush interiors, and the status symbol of the suburbs.
Real Talk: The Rust and the Reality
If you’re looking to buy one now, you have to be careful. These cars weren't built to last sixty years. They were built to be used, abused, and traded in after five years.
Rust is the mortal enemy of the 1964 Ford station wagon. Specifically, look at the rear quarters and the floorboards. Because these cars were so long, the rear sections often collected moisture. And that "wood" paneling on the Squires? If the vinyl gets torn or the fiberglass "trim" pieces crack, it’s a nightmare to restore. You can’t just go to a local shop and buy "1964 wood stickers." Restoring a Country Squire is often more expensive than restoring a Mustang simply because of that specialized trim.
Furthermore, the electrical systems were... fine for 1964. Today? They’re usually a mess of brittle wires and corroded grounds. If the power rear window still works, it's a miracle. That rear window motor had to lift a massive piece of glass, and they burned out constantly.
Driving a 1964 Ford Station Wagon Today
Actually getting behind the wheel of one of these today is a trip. It’s huge. It’s like driving a boat. The steering is incredibly light—over-boosted power steering was the style back then—so you have almost zero road feel.
But there is a certain dignity to it. You don't drive a '64 wagon if you're in a hurry. You drive it to enjoy the process. People smile. They wave. Every stop at a gas station turns into a twenty-minute conversation with someone whose grandpa had one just like it. It’s a nostalgia machine.
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The "Magic Doorgate" hadn't arrived yet—that came in 1966—so the 1964 models still used a traditional tailgate. You had to roll down the rear window (either manually or with a dash switch) and then drop the tailgate flat. It’s the perfect setup for a tailgate party or just sitting on the back of the car watching the sunset.
Actionable Steps for the Aspiring Wagon Owner
If you’re actually serious about putting one of these in your garage, don't just jump on the first one you see on Craigslist. These are specialized machines.
First, decide on the trim. Do you really want the wood-grain? If you do, prepare to pay a premium. The Country Sedan offers almost the same experience without the headache of maintaining the Di-Noc vinyl.
Check the frame. These are body-on-frame vehicles. If the frame is rotted, specifically near the rear torque boxes, walk away. It’s a parts car at that point.
Upgrade the basics. If you plan on actually driving it, swap the single-reservoir master cylinder for a dual-reservoir setup. It’s a safety thing. If a brake line pops in a stock '64, you lose all your brakes. A dual-reservoir system keeps half your brakes working. Also, consider an electronic ignition conversion (like a Pertronix unit) to replace the old points and condenser. It makes the car way more reliable for modern traffic.
Join a community. The International Station Wagon Club is a real thing. These guys know every bolt and screw on these cars. They can help you find trim pieces that aren't being reproduced by the big aftermarket companies.
The 1964 Ford station wagon represents a peak in American automotive optimism. It was a car designed for a world where the future looked bright, the roads were wide, and the whole family could fit in one glorious, wood-paneled tank. It might not be as fast as a Mustang, but it has twice the soul.
Look for models with the "Z-Code" 390 engine if you want the best investment potential. Keep an eye on the rear window channel for water leaks, as this is the primary cause of trunk floor rot. Most importantly, drive it. These cars hate sitting still. They were meant to move, to carry, and to be a part of the family. Keep the oil changed, keep the chrome polished, and enjoy the stares you get at every red light. There truly isn't anything else like it on the road anymore.