I’ve spent a lot of time looking at shutlines this past month…
… and one thing inevitably leads to another, so today we’re taking a (not particularly comprehensive) look at how manufacturers used to deal with another, often tricky junction. The one at the base of the C-pillar.
Once the idea of lead-loading panel junctions fell out of favour during the 1970’s, stylists and production engineers were forced to find novel ways to cover up those inconvenient transitions. On cheaper cars, this was less of an issue. Pininfarina or Peugeot (it’s unclear which) for example, opting to close the Peugeot 304 coupé’s C-pillar with a piece of spongy rubber. On more upmarket cars however, such inexpensive solutions simply wouldn’t do.
Take Ford for example. During the mid 1970’s Uwe Bahnsen’s Merkenich studios employed the elegant solution of a body-coloured vent panel to partially cover the 1976 Granada’s C-pillar, neatly masking any visible join; a feature borrowed by Roy Axe’s team at Whitley for the 1980 Talbot Tagora. Lancia, as befitting their straightened circumstances, used a narrow chrome beading to hide the shutline on the Trevi’s rather hefty C-pillar.
Audi by contrast chose an subtle body-coloured trim for the 1976 B2 100, before going a stage further with the 1981 B3 edition; killing two birds with one stone by using the air extraction vent along the base as a visual diversion.
Mercedes-Benz opted for a baroque approach to the 1976 W123 saloon, (an elaborate looking chromed and painted trim piece) before shifting towards austere rationalism with the W201/W124 models during the 1980’s; also employing the horizontal vent motif to good effect.
Jaguar’s body engineers clearly took a good hard look at the W123 when the XJ40 body shell was being designed – (their first ever body monoside) – demonstrating once again just how long that car was in gestation. It was a rather messy solution and one for which they were repeatedly berated. Possibly stung by this, its 1994 X300 replacement, despite sharing virtually the same body-in-white, utilised an entirely different body join – the shutline disappearing from the base of the C-pillar entirely.
I’m tempted to suggest this problem has been entirely eradicated by modern production engineering methods, but I’m equally confident someone will prove me wrong. Over to you…