We recall a legendary name in American coachbuilding.
Today’s Escalade SUV is routinely paraded as the new-millennial personification of the classic full-size Cadillac sedan, but with the sort of ground clearance and utility the Cadillacs of yesteryear could only dream about. During the roseate era of fins, dagmars and chrome plating, Cadillacs were not created with practicality foremost in mind – these were profound statements, potent symbols of attainment.
Throughout the 1950s, Cadillac sales were seemingly impervious to market vagaries or the state of the economy. While its brash appearance may not have been to everyone’s taste – even in more-is-more boomtime fifties America – the Cadillac was the domestic car the vast majority of the American public aspired to. Cadillac customers were also said to be the most brand-loyal; even in more difficult times, a new Cadillac on the suburban driveway clearly illustrated to peers and associates that everything was ‘just swell’.
Two giants of mid-20th century car design lay out their stall.
Both in oral and written communication the words Design and Styling are sometimes used as if they mean the same thing; this of course is not true. In broad terms styling is all about the visual qualities of a product, while design is more led by the functionality and consumer requirements. In the ideal fictitious case design leads to a product that is experienced as pleasing both in functionality as well as in aesthetics; for many, Dieter Rams for Braun or that of Jonathan Ive’s work for Apple fall within this treasured category. Continue reading “Style Council”
The Artistry of the 1920s has been widely and lovingly depicted, but colour has been more notable by its absence. Although not entirely.
The human mind sometimes works in mysterious ways. Because until relatively recently the fact that photography and film originating from the late 19th and early 20th century was black and white, subconsciously the idea that the world presented in those pictures was one bereft of colour often took hold in our brains, even though we of course knew better in our hearts.
The rediscovery of the amazing body of work by French philanthropist Albert Kahn and his colour photographs using experimental autochrome plates – the oldest ones dating back to 1909 – has done a lot to Continue reading “Earl’s Take On Nature”
Long-standing Driven to Write readers will undoubtedly be aware that the site once hosted a monthly theme. Amongst them, the DTW Brochures section has lain dormant for quite some time, so in an attempt to Continue reading “If the Hue Fits”
Concluding our examination of the 1961 Lincoln Continental’s domestic design influence.
The first major change for the Continental: to silence criticism of its comparatively somewhat stingy rear legroom once and for all, the wheelbase was increased by three inches (from 123 to 126 inches).
The overall appearance of the Continental was unchanged however. Other alterations were a slightly altered roofline/DLO and the replacement of the previously curved side glass with flat glazing. This was a cost-cutting decision which was not universally liked by the press as it was seen as a step backward. The buying public obviously could live with it because sales increased by 20% over the previous year. Continue reading “Continental Congress (Part two)”
Tracing the Peugeot 504’s kinked tail motif through the Pininfarina back catalogue.
In order to capitalise on the popularity of UK TV series, The Avengers, stars, Honor Blackman and Patrick Macnee were persuaded to record a novelty single celebrating not only the fashions adorning the somewhat distracting Ms. Blackman, but the broadening societal permissiveness of mid-Sixties Britain. And while it was a rather throwaway ditty which didn’t chart particularly well at the time, it did take on a second life several decades later.
These things take time – as with fashion, so with design. One of the more interesting aspects of recent discussions surrounding the styling of the 1968 Peugeot 504 was the notion that its rear aspect was regarded with a degree of ambivalence. Uncomfortable and strange were among the soubriquets employed on these pages, but further afield, and particularly in the US, the 504’s kinked tail was considered peculiar. In light of this, it might be germane to Continue reading “Kinky Boots”
The most interesting part of this car is on the inside
But my phone ran out of power. Drat.
I paid close attention to the dashboard and trim and didn’t find very much to criticise. Specifically, I looked at the dashboard which is a terrific slab of shiny wood and convincing plastic with an immense dual ashtray (hanging open – unphotographed). The two things which let it down were the coarse steering column cover which had rather crude detailing and the ashtray liners which were zinc-coated stamped items that were far smaller than you’d expect given the 15 cm width of the drawer they sat in. Continue reading “Long”
Cadillac’s latter-day Art and Science design theme saw many fine concepts, but this perhaps was its finest.
For a company that has experienced as many false dawns as Alfa Romeo and as many brilliant unrealised concepts as Renault, the fact that latter-day success continues to elude Cadillac remains one of automotive’s more absorbing melodramas. Recently, exterior design director, Bob Boniface told Automotive News,“There’s still this misperception in the public’s eye that Cadillacs are these big, heavy cars that your grandparents used to drive. We haven’t built those cars in generations. But you almost have to overachieve in the messaging.” One can understand his rationale.
What one remembers often has little to do with what is important. I clearly recall James Ruppert deriding the 1998 Mazda 626 as being a car whose sole claim to fame was that it had the biggest glove box in its class.
This small and apparently modest claim is a good example of the problem of epistemology. That relates to how we know what we know and how much faith we can have in our beliefs. On the face of it, a glovebox is a simple structure with measurable dimensions. It ought to be easy to determine which glove box is biggest.