Total production of these two models--including our feature 150 Series two-door sedan, owned by Gibson Reiss of Carlisle, Ohio--totaled 699,458, just 2,762 shy of matching the Bel Air output, meaning these nearly forgotten models were just as popular in their day.
Only one straight-six was available from Chevy, and that was the fabled "Blue Flame." Furthermore, six cylinder-equipped models were considered their own sub-series--at least on paper, bearing in mind that model and body style numbers were the same as V-8 equipped units. The first symbol for straight-six 150 models should be an "A," whereas 210 models should be a "B."
Backing each six-cylinder block was the Synchro-Mesh three-speed manual, offered as standard equipment. One other available option was the two-speed Powerglide automatic, as seen in our feature 1957 Chevrolet 150.
Not unlike the rest of GM's cars and those from the other domestic manufacturers of the time, the 150 and 210 models were constructed with a hypoid rear utilizing semi-floating axles--not exactly groundbreaking news. According to James, a limited-slip option was also available containing all three final-drive ratios. Heavy-duty rear springs could have been selected off the option sheet.
Up front, assembly line workers bolted what Chevy dubbed the Glide-Ride independent suspension with ball-joint equipped upper and lower A-arms, coil springs and Delco tubular shocks. Though the front springs were rated at 311-lbs.in., an anti-roll bar was not installed to help control body roll while cornering.
Starting with the drums, both front and rear measure 11 inches in diameter and replacements cost $65. Shoes measure 9.29 x 2 x 0.17 inches up front, while rears are a narrower 1.75 inches; all in all, it equates to 157 square inches of stopping power.
Naturally, a mechanical parking/emergency brake is part of the package--at both rear wheels--and vacuum-assisted power brakes were a valid option. Also, though not likely on six-cylinder non-Bel Air models, some previous owners might have made the conversion to disc brakes up front while maintaining a stock appearance.
Not unlike the suspension and brakes, the frame remained constant between the two non-Bel Air models. Only the frame under the convertible Bel Air had an extra "X" bracing. Also consistent between the 150 and 210 models is the 115-inch wheelbase, 58-inch front track and 58.8-inch rear track.
As far as the body is concerned, we'll begin with the 150, available only in two- and four-door sedan guises, and a two-door Utility sedan aimed directly at traveling salesmen and/or marketing businessmen who preferred more cargo space to a rear seat. Six-cylinder-equipped models should not sport the signature "V" on the hood under the Chevrolet script.
The 1957 Chevrolet 150s side trim, unlike that on the 1957 Bel Air, was reminiscent of the 1955 Bel Air in that the horizontal piece, when starting from the aft edge of the quarter panel, just barely crept onto the aft end of the doors on two-door sedans. Available in four-door sedan and hardtop variants, the 210 series was also constructed in two-door sedan, hardtop and Del Rey configurations (and three wagon models). No matter the body style, the side trim on a 210 mirrored that of the Bel Air, except that instead of silver-anodized aluminum inserted between the two horizontal trim pieces on the quarters, body color or contrasting paint filled the void if two-tone paint was selected; the roof bore the same color.
The headlamp areas do not rot like the 1955 and '56 models--I think Chevy designed some rustproofing in this area for the '57 models."
