If you’re a fan of this site, or if you’re a racing nerd, you probably know about the first time a Cadillac raced at the 24 Hours of Le Mans. That was in 1950, when American millionaire Briggs Cunningham entered two Caddies into the legendary endurance race in France. One was a stock model, the other a weird-looking wedge the locals dubbed Le Monstre. (Cadillac the company wasn’t involved; Cunningham entered on his own dime.) You probably also know that Cadillac returned to Le Mans last year, got onto the podium, and is back at it in 2024 with its eyes on the top step. What you might not know is the chapter of the Cadillac and Le Mans story that’s set in the early 2000s. 

Two things come to mind when looking back at early-aughts Cadillac: The original Escalade, and grandparent-era (as the kids might say now) coupes and sedans designed primarily for comfort. Either way, neither screamed performance. (The V-Series was just about to become a reality, and hadn’t yet begun to define at least part of the brand as a sporting alternative to BMW). So why did GM decide that Cadillac should go race sports cars—and internationally? 

At first blush, it made sense given GM’s existing footprint in racing, and due to its existing relationships in motorsport. GM was already represented in almost every major motorsports discipline, promoting its brands wherever it thought the money would do the most good: NASCAR, NHRA, IndyCar, and the GT class of sports car racing. One of the few places it wasn’t racing was in the top echelon of sports-cars, in which the cars are built from scratch rather than based on production models (as in the GT levels). As of 1995, however, GM had a connection to a prototype constructor, Riley & Scott, which was the first team to compete with Oldsmobile’s 4.0-liter Aurora V-8. (Beginning in ‘96, it would supply the same engine to IndyCar’s IRL series.) With Olds power, Riley & Scott’s Mk IIIs won the Rolex 24 at Daytona and the 12 Hours of Sebring. They had even raced at Le Mans, in 1996, though a gearbox failure cut their time short. Why not use the elements that already existed—Riley & Scott, the Mk III, and the familiar engine architecture—to put GM into prototype racing, with the Cadillac brand? 

In 2000, Riley & Scott was back at Le Mans, backed by GM, with not one but four cars—two campaigned by Europe-based DAMS, the other two by Team Cadillac. The model was called the Northstar LMP and was adorned with a grille to look like a Cadillac.

“The return from 50 years was a big deal and I would say from a marketing perspective it succeeded because back then ‘Arts & Sciences’ was the Cadillac marketing theme and this was the bridge from the vinyl top Cadillacs to the CTS-V, which 2003 was the first year of the production car,” Jeff Kettman, GM’s manager for the Northstar LMP program, told Daily Sports Car last year. “The whole reason that Cadillac got involved in motorsports was to shift the public perspective of Cadillac to more of a sporty vehicle.”

The problem? GM showed up to Le Mans with a design and a budget that was four years out of date. “Back in 1996–97 you didn’t need tons of money to run well at Le Mans,” Bill Riley told Gary Martin of Autosport in a 2021 interview. “By the time the car rolled out on the grid, the game had changed dramatically.” The Cadillacs finished 19th, 21nd, and 22nd overall, with one DAMS car a DNF. 

Obviously, something needed to change. They needed a new car. GM began to shop around, chatting with the likes of Prodrive and Dallara, and ending its relationship with Riley later that summer. Months passed. GM eventually decided to rely on a new team headed by Wayne Taylor, Nigel Stroud, and Jeff Hazell, a key figure behind McLaren’s jaw-dropping win at Le Mans on its first try.  By the time GM made a decision, however, there was no time to build a new car. Taylor, Stroud, Hazell, et al. tried anyway, putting “80 percent” of the design team into rehauling the old car while the rest worked on the new one. It wasn’t ready by the 2001 running of Le Mans: Only the two DAMS cars ran, with new bodies on cars built to 2000’s spec. They finished eighth and twelfth overall. The new car, dubbed the Northstar LMP-02, was ready in time for the 2003 event, and then GM cancelled the program. 

The sad irony is that since Audi (the 2002 winner) did not run Le Mans in 2003, Cadillac would have been favorites to win along with Bentley (who did win in their Speed 8, a car that shared much with Audi’s prototypes of the era). 

Though it campaigned the CTS-V and subsequently an ATS-V Coupe in the Pirelli World Challenge series through 2017, Cadillac took a lengthy respite from the top level of sports car racing, particularly international competition. In the meantime, a lot of history’s been written: Audi’s era of dominance (including Le Mans wins in 2002, 2004–08, and 2011–2014), the revenge of Porsche (2015–17), and the recent establishment of Toyota (2018–22) as the somewhat unexpected king of Le Mans.

When IMSA made a rules pivot for the 2017 season, Cadillac decided it would return to prototype racing. The Cadillac DPi-V.R, a Dallara-built prototype with a Cadillac-developed engine, debuted in November of 2016. 

Off the bat, the effort was more successful. For its first year back, Cadillac fielded three cars in partnerships with three different teams: Mustang Sampling, Whelen Engineering, and a familiar name—Wayne Taylor Racing. Sponsored by Konica Minolta, the Wayne Taylor car won its first-ever outing, which was also the longest race on the calendar: The 24 Hours of Daytona.  

Like the Northstar LMP, the DPi was powered by a V-8, and made a subtle nod to Cadillac’s street cars with similar wheel and headlight designs. Unlike the LMP, this new car won—a lot. During its six-year lifespan, the teams running DPi-V.Rs posted 27 wins and 80 podium finishes across 60 races. The cars also took home three manufacturer’s, three driver’s, and three team championships in that time.

Cadillac had mojo like it never had before in racing. In June of 2021, the FIA, ACO, and IMSA announced new regulations the prototype class, outlining a “Hypercar” with a hybrid powertrain that would be eligible for competition in both IMSA and World Endurance Championship (WEC), with minor changes. The crown jewel of the WEC is Le Mans, and Cadillac quickly declared its intent to return.

Unveiled in June of 2022, the Cadillac Hypercar prototype was beautiful, and more strongly visually related to production models. Why Cadillac bought into the regulations, says GM sports car program manager Laura Wontrop Klauser, is that the rules “allowed us to keep the styling of the bodywork to make that car uniquely a Cadillac.” The car’s hybrid V-8 heart is a bespoke design that shares nothing besides a displacement figure with that in GM’s GT-class competitor, the Corvette C8.R. 

Cadillac headed back to Le Mans in 2023. As the checkered flag brought the rain-soaked race to a close, Cadillacs crossed the finish line in third and in fourth, the brand’s best-ever results at the most prestigious endurance race in the world. Both cars, #2 and #3, were fielded by Chip Ganassi Racing. Ganassi is back for 2024, joined by Action Express.

Change is coming, though: Cadillac will no longer be partnering with Ganassi for its prototype efforts in IMSA or in WEC after this season. Action Express, who fielded the Whelen-sponsored IMSA car for Cadillac in 2023–24, will likely take up the mantle of Cadillac’s primary racing partner in that series. DSC reported in March that multiple teams are already bidding for Ganassi’s space as Cadillac’s partner in WEC, an encouraging sign of the maturity of the program.

What does the lackluster 2000–02 program illuminate about the current effort? By way of contrast, it shows just how much GM has to prove at the 2024 Hours of Le Mans. The podium finish last year shows that Cadillac has remedied its worst missteps of the earlier era; clearly, it has gotten wiser and more efficient when making decisions alongside its partner teams, and it has handily run cars in two series simultaneously. Speaking of the podium finish, Klauser says: “We got a couple minutes to be just completely blown away—Hey, we had this success—and then the hunger set in, and the only answer from here on out is first place.”

Can a Cadillac win Le Mans in 2024? For now, the brand finally has everyone asking the right question. More than ever, Cadillac has skin in the game—and that’s what makes for good stories, and great racing. 

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If you had “Cadillac mulling a hypercar” on your 2024 automotive bingo board, kudos to you—we sure didn’t. Speaking with Australian automotive media during a brand briefing event for Cadillac, which launches in the Australian market later this year with the Lyriq EV, General Motors global design chief Michael Simcoe left a few breadcrumbs that, if you squint, may point to a potential high-performance hypercar coming from the luxury brand.

“Could we build a hypercar? Yes,” Simcoe told members of the Australian motoring media, including carsales.com.au, where this report comes from. “Would we like to build one? Yes. Are we building one? That would be giving too much away,” Simcoe said.

The topic, according to carsales.com.au, was addressed after Simcoe, a Melbourne native, was asked about Cadillac’s desired involvement with Formula 1 with Andretti Global—which has hit a roadblock within the soap opera that is F1—and whether involvement in the pinnacle of racing could spur development of such a car. (Recall that the Mercedes-AMG One is essentially the automaker’s current Formula 1 powertrain transplanted into a limited-run, ultra-high-performance road and track car.)

Perhaps more interestingly, Simcoe also reportedly admitted that such a hypercar may yet retain some element of internal combustion, despite the brand’s intention to go all-electric by 2030. “No, [the hypercar] wouldn’t have to be [electric], but it could be,” Simcoe said. “Whether it’s ICE or whether it’s EV, Cadillac is committed to performance.”

Keeping some form of internal combustion as part of the potential powertrain for the hypercar would make sense, as F1’s impending technical overhaul in 2026 will still retain some element of internal combustion for those power units as well.

Our minds went in another direction, however, and we immediately thought of the brand’s GTP cars that race in IMSA. Imagine that bellowing 5.5-liter, race-bred V-8 attached to the rear end of a road car that looked as good as the GTP car. Hey, dreaming is free, right?

It’s all just rumors and speculation for now, but that’s half the fun of it. Let’s cross our collective fingers and hope that Cadillac shocks the world with a hypercar in the near future.

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On June 21, 1974, which was 50 years ago this month, eccentric oil and gas millionaire Stanley Marsh 3 (as in “the third,” but that’s one of the things that made him eccentric) and the crew from the Ant Farm in San Francisco completed work on Cadillac Ranch outside Amarillo, Texas.

Along with The Big Texan Steak House—home of the “World Famous 72-ounce Steak Challenge,” where if you can eat the whole steak in one hour (along with the shrimp cocktail, baked potato, salad and a buttered roll) it’s free—the Cadillac Ranch has become one of Amarillo’s top tourist attractions, an admittedly short list.

Really, that’s not fair. Amarillo was once known as the “Helium Capital of the World,” and it operates one of the largest meat-packing areas in the United States, and it’s also the home of Pantex, the only nuclear weapons factory in the country (thanks, Wikipedia!).

You have about as much chance of making sense of Cadillac Ranch as you do finishing a Big Texan steak which, incidentally, 11 percent of the people who attempt it actually do. Sort of a Texas tribute to England’s Stonehenge, except Stonehenge is about 2800 years older, Cadillac Ranch consists of 10 vintage Cadillacs (they weren’t “vintage” in 1974, they were just old) buried nose-first, at a 60-degree angle, in a field alongside Interstate 40.

That field was way out in the country when Cadillac Ranch was constructed, but as Amarillo grew, the Cadillacs were dug up in 1997 and planted in another field on I-40 two miles west of the original, and that’s where they are today.

The idea essentially belonged to the Ant Farm, formed in 1968 in San Francisco by architects Doug Michels, who died at age 59 in 2003, and Chip Lord. They were eventually joined by New Orleans artist Hudson Marquez. They called themselves the Ant Farm in recognition of the plan they made to become underground [as in “ants”] architects, “ready to restructure the built environment of the counterculture,” Lord wrote in an obituary of his friend Michels, who died while climbing to a whale observation point in Eden, Australia.

If you weren’t around then, the “counterculture” was big in 1968.

One columnist described the Ant Farm’s projects, including Cadillac Ranch, as “half art, half science, half social commentary and half outright prank.” They include “Media Burn,” in which a Cadillac Eldorado was driven through a pyramid wall of burning televisions, and “The Eternal Frame,” a surprisingly serious video reenactment of the assassination of President John F. Kennedy, in which Michels, sporting a Jackie Kennedy wig, plays the First Lady. Stanley Marsh 3 even plays Texas Governor John Connally.

Marsh turned out to be the perfect partner for the Ant Farm. For the Cadillac Ranch project, the members of the Ant Farm mailed letters to various eccentric millionaires around the country, asking for funding. Marsh reportedly responded in a letter written in 36-point type, roughly the size of the headline on this story, saying that he was interested, but only if the project took place in Amarillo.

This is a good place to mention that the Ant Farm members really liked cars in general, Cadillacs in particular. After all, counterculture or not, in August of 1968, Michels and his wife, Carol, arrived in San Francisco in a lime green Cadillac convertible. From an article in Texas Highways: ‘“At Ant Farm, we were car crazy,” Hudson Marquez recalls. “It was always drawing cars, collaging cars, making art with cars. I had an idea to make seed packs where you could plant seeds that would grow cars. You could have a field of ’49 Fords or ’59 Cadillacs that would grow out of the ground.’”

So the Ant Farm temporarily moved to Amarillo. Marsh would pay them $2000 and give them a budget of $3000 to buy 10 Cadillacs, plus $250 to rent a backhoe. The Ant Farm started looking for cheap Cadillacs. The 10 they found ranged from 1949 to 1964 models.

It took five days to bury the Cadillacs. According to the Amarillo Globe-News, Marsh—who lived with his attorney wife on a 262-acre estate he named Toad Hall, after the residence of Mr. Toad, the fictional character in the 1908 novel The Wind in the Willows—would show up with fried chicken and beer.

On July 21, 1974, and every 10 years since, there was a party at Cadillac Ranch. For that inaugural party, the Ant Farm members rented tuxedoes and celebrated with Marsh 3’s friends, then promptly returned to San Francisco to work on other irreverence.

To passersby on Interstate 40, Cadillac Ranch was an unbilled surprise. There were no signs, no explanation, no road to the unconventional art exhibit. Nobody outside of Amarillo knew what it was.

That changed when CBS newsman Charles Kuralt, who toured the country in a motorhome collecting stories for his popular “On the Road” segments that aired on the CBS Evening News with Walter Cronkite, discovered Cadillac Ranch, and made it famous in a 1975 broadcast.

Here’s a link to that story. It features Kuralt and Marsh 3, who is wearing his trademark “Mad Hatter” top hat, telling Kuralt that Cadillac Ranch is “the most important roadside attraction of our generation.” What’s amazing about Kuralt’s story is that it shows the Cadillacs as they were then, before tourists began bringing cans of spray paint and covering the cars with graffiti.

According to the Texas Highways story, Stanley Marsh 4, son of Stanley Marsh 3, has placed a merchandise truck at the site selling, among other things, cans of spray paint to tourists who forgot to bring their own.

In its 50 years, Cadillac Ranch has become a legitimate exhibit of abstract art, even spawning imitators, most notably Airstream Ranch next to Interstate 4 in Dover, Florida, where Frank Bates planted seven and a half Airstream trailers, as in 7.5, commemorating the 75 years Airstream had been in business. Bates, a Texas native inspired by Cadillac Ranch, was an Airstream dealer, known for ads that showed him dressed in a black and white cow suit, dancing and holding up cards that suggest you can save some MOO-lah at Bates RV. But neighbors complained, and Bates’ efforts to have Airsteam Ranch declared art, in the same fashion as Cadillac Ranch, failed. The county gave him 30 days to remove the trailers. He did. That was in 2008.

As for Stanley Marsh 3, he continued his puckish ways, like the time he interrupted a live Weather Channel broadcast from Amarillo when he performed a Native American snow dance in front of the cameras while wearing an Indian headdress and a fringed jacket. Here’s a link to it. He also had hundreds of diamond-shaped signs posted around Amarillo, an effort he called the Dynamite Museum, with a variety of often-nonsensical messages such as “The Wine Has Eaten Away My Brain,” and “Wild Packs Of Chihuahuas Dragged Conquistadors From Their Horses And Ate Them For Snacks,” and “His Father Was A Rancher But He Could Not Eat The 72 Ouncer.”

Despite his antics, he and his wife, Wendy, were highly regarded in the community for decades of philanthropy.

Marsh 3 suffered strokes in 2011 that left him incapacitated. Unfortunately, his legacy was tainted by a series of lawsuits first filed in 2012 that alleged Marsh paid at least a dozen underage male teens for sex. In 2013, he was indicted on eight felony counts of sexual performance by a child, four counts of sexual assault of a child and two counts of indecency with a child. It never went to trial. He died in a hospice in 2014 at the age of 76.

Cadillac Ranch, though, has a life of its own, though most of the cars are rusting into the ground, held together by coats of Krylon. And as for Marsh 3: In 1994, he was asked what he wanted on his tombstone. He said, “Thanks, everybody. I had a good time.”

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Cadillac’s “Standard of the World” slogan—first adopted in 1908 after the marque won the prestigious Dewar Trophy for automotive engineering—was a lot to live up to. But the V-16-powered 452A models were certainly worthy of the moniker. This particular 452A All-Weather Phantom, owned by Leigh Brent, was judged worthy of Best in Show at this year’s Greenwich Concours D’Elegance.

Cadillac dropped a 452-cubic-inch V-16 bombshell at the New York auto show in 1930. Well-heeled buyers increasingly expected their engines to offer strong acceleration while being smooth and quiet, and luxury manufacturers turned to more cylinders to increase power and reduce vibrations. Rival Packard had enjoyed a considerable head start in the prewar cylinder-count arms race with its V-12-powered Twin Six in 1916. But Cadillac’s 452A flagship leapfrogged Packard and was the first production car equipped with a V-16.

Engine output was an impressive-for-the-time 165 horsepower and 320 lb-ft of torque. But almost as important was the engine’s character. An English road tester reported “an engine so smooth and quiet as to make it seem incredible that the car is actually being propelled by exploding gases.”

Unfortunately, the Cadillac V-16 was a victim of bad timing. Only months before its debut, the stock market crashed hard, sending the economy into a tailspin. As such, the car’s high price ranging from $5350 to $9200 (Model As could be had for between $435 and $650) insured that few were ever sold. However, the rarity and prestige of the 452A has made it a perennial collector favorite and a frequent Concours winner.

Brent’s 1931 452A is the latest to take top prize at a major Concours. This 452A is just one of four All-Weather Phaetons known to survive and is among the final cars built by Fleetwood in Pennsylvania. The All-Weather Phaeton (different from a standard Phaeton because it features roll-up side glass rather than side curtains) was one of approximately 70 body styles and configurations available through in-house coachbuilders Fleetwood and Fisher. This example is also equipped with a rear division, separating the chauffeur from the passengers.

Although the Cadillac is an older restoration—done by Pruitt Automotive in 1986—it has been refreshed over the years and was recently treated to some paintwork. The fresh paint paid off as the Cadillac presented beautifully on the lawn of Roger Sherman Baldwin Park and wowed the crowd and judges.

“I was stunned to get a class award, let alone the overall win,” exclaimed Brent after accepting his first Best in Show trophy with the Cadillac. “I couldn’t be more thrilled.”

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Cadillac’s history with the legendary 24 Hours of Le Mans endurance race goes back to 1950, when millionaire Briggs Swift Cunningham entered two Cadillac-based cars to take on the motoring world. Fifty years later, in 2000, and then again in 2002, Cadillac returned to Le Mans with an LMP prototype racer powered by a 4.0-liter Northstar twin-turbo V-8.

Cadillac decided to return to the Circuit de la Sarthe for the 2023 running of Le Mans, and you can go behind the scenes as the team prepares for and competes in the race, thanks to No Perfect Formula, the exciting new film that documents the journey. The film debuts Friday, May 31 at 7 pm ET on the Hagerty channel #2545 on the Samsung TV Plus app on Samsung Smart TVs.

The film opens with scenes from the 2023 race. Shots of the crowd intercut with shots of the cars as they blast through the rain, then of the Cadillac team nervously looking on; all manage to capture the visceral thrills and palpable tension. 

Then the #311 Cadillac car spins out in the rain and crashes into a barrier.

Cut to Brian Scotto, co-founder of Hoonigan, who sets the stage: “As people, we love a good story. Nobody loves the story about the team that won last year wins again. They want to hear that story of the team that upset everybody. Stories come from struggle. You gotta give people a reason to care.”

By that metric, we as viewers come to care very much through a series of interviews with many of the members of the Cadillac team. We meet Laura Wontrop Klauser, sports car racing program manager; Vince Tiaga, sports car racing regulations; Kalvin Parker, assistant program manager; Aaron Pfeifer, vehicle technical lead, and Jim Igrisan III, engine build technician, to name just a few. Putting faces to names and hearing their stories, we become invested in the team members and can’t help but cheer them on.

Other cool, behind-the-scene highlights include sitting in with Tiaga, Parker, and Pfeifer as they discuss the reasons the team chose to go with a naturally aspirated V-8 rather than a turbocharged V-6. We get to join Igrisan as he accompanies the newly assembled LMC55.R V-8 to its first test on the dyno. Exhaust headers glow fiery red as the engine roars through its test cycles. As Igrisan sums it up, “Competitors, in my mind, took the easy way out. It’s easy to make power with turbos, easier to manage power with turbos. To compete with naturally aspirated engine is pretty cool. And who’s got the best-sounding car out there?” It’s a rhetorical question, of course. Igrisan is right: The Caddy sounds terrific.

The rest of the film follows the team through the testing of the Cadillac in the fall of 2022 and then on to opening of the 2023 racing season at the Rolex 24 at Daytona, then to the 12 Hours of Sebring, and culminating in June at the 24 Hours of Le Mans. No spoilers here—whether you know how the races turned out or not, you don’t know the stories behind them. For those, you’ll have to tune in on the Hagerty channel #2545 on the Samsung TV Plus app on Samsung Smart TVs. If you don’t have a Samsung Smart TV, you can watch on Galaxy Devices, and on the web. Global audiences can view on Hagerty’s Facebook.  After its premiere, No Perfect Formula will run all night, as well as every Friday at 7 p.m. ET in the weeks leading up to the 2024 24 Hours of Le Mans on June 15–16. It’s also available on Cadillac’s YouTube channel.

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For folks of a certain age, say “Calais” and many will probably think of the small Oldsmobile of the mid-1980s. But well before the GM N-body Calais, later renamed Cutlass Calais and sharing a platform with the Pontiac Grand Am and Buick Somerset/Skylark, the Calais was the first step in Cadillac ownership.

Well, at least since 1965. Prior to that year, the least expensive Cadillac (please don’t call it the cheapest—it was still a Cadillac, after all) was the Series 62. Of course, it had the same body, dimensions, and excellent engine and transmission as all the other Cadillacs, but the interior was, if not spartan, definitely less flossy than, say, a Coupe de Ville.

But it was popular. Indeed, it was the primary go-to Cadillac for many years. In 1953, 47,316 four-door sedans, 14,353 coupes and 8367 convertibles were built. While the pillarless Coupe de Ville first appeared in 1949, by the early 1950s it was sharing its basic body with the Series 62 two-door hardtop, but had a much more luxurious interior.

Then in 1956, the first Sedan de Ville appeared—one of GM’s trio of the all-new C-body four-door pillarless hardtop body style. At $4698 it was about $450 more than the pillared ’56 Series 62 four-door sedan—and not near as swoopy. As a result it sold about 15,000 fewer copies.

It was still a Cadillac staple, though, and in 1960, 26,824 six-window Series 62 sedans and 9984 four-window sedans sold. Then in 1965 the Series 62 was, in keeping with a completely new body (and missing the signature fins for the first time since 1948), renamed the Calais. It held the same spot in Cadillac hierarchy. Available body styles included a two-door hardtop, four-door hardtop, and a four-door sedan.

By this time the de Ville series was passing the Series 62/Calais by in popularity. Just in four-door sedans, the Sedan de Ville outsold the equivalent Calais 15,000 even to 7721.

In 1971 Cadillacs were once again all new inside and out. And the Calais returned. It turned out that this would be the last all-new Cadillac Calais, ever.

The ’71 de Ville and Calais were only 0.8″ longer than the 1970 models, but looked much longer and lower in person. They were also perhaps a bit less opulent and excessive interior-wise as previous versions, but your author, having once sat in a navy blue ’71 Fleetwood Sixty Special Brougham owned by my friend Andrew Bobis, would respectively disagree.

The slick-top Sixty Special was no more, with the Fleetwood Brougham, with its padded roof, remaining as the top “owner-driven” Cadillac. But Cadillac marketers, hedging their bets, renamed it the “Fleetwood Sixty Special Brougham” for ’71. All had the padded top. This designation would continue through 1972, then be quietly retired and “Fleetwood Brougham” became the norm again.

But we were talking about the Calais, weren’t we? As always, it was at the opposite end of the Cadillac line compared to the Brougham, but was still a looker with its new sheetmetal and smooth lines.

It was even smoother as the Calais was the only Cadillac in which you could not get a vinyl roof from the factory. Though of course many enterprising Cadillac dealers would put one on if you asked nicely.

But really, that’s a plus these days if you’re lucky enough to find a ’71 Calais. Those vinyl tops looked good, but let’s face it, over years they’d deteriorate and unless you lived in Phoenix, they’d trap water and rust the top from the inside out. Lots of trouble. At least now, 50-odd years later.

For 1971, the Calais came in just two models, a two-door hardtop and the four-door hardtop. There were, for the first time, no convertibles on the standard Cadillac body, with the final de Ville convertible coming off the line at Clark Street in Detroit in 1970. No, the convertible was moved to the Eldorado this year, and a baroque beauty it was, but I’m digressing again! Another time.

The Calais four-door hardtop had a base price of $6075. Remember I said that the Calais’ popularity was going downhill? It was very apparent in 1971. Even with an all-new body, only 3569 were built. And this was the most popular Calais. The two-door hardtop, despite being slightly less expensive at $5899, sold even fewer, to the tune of 3360 units.

Meanwhile, the $6498 Sedan de Ville sold over 69,000 copies, though it must be said the Calais was rather plain when parked next to a Coupe de Ville or Sedan de Ville. They had almost no exterior chrome other than on the front and back ends; a thin side molding was the only adornment to its ample flanks.

I imagine folks walking into a Cadillac dealer showroom looked at a Calais, then at a de Ville, and thought, “I think it’s worth the extra four hundred bucks.”

As the ’71 Cadillac brochure confided, “The Calais is the easiest step to experiencing the pride and pleasure of Cadillac ownership. The brilliant new Cadillac styling and elegant interior appointments, the long wheelbase, the big Cadillac engine and increased-capacity brakes—these and other outstanding features mark the Calais as a true luxury car.”

It was certainly Cadillac priced. Despite looking perhaps a bit plain compared to a Coupe de Ville or Fleetwood, the four-door Calais’ sticker was still more than a Buick Electra 225 Custom ($5093) or Oldsmobile Toronado ($5449) and was within spitting distance of a Chrysler Imperial LeBaron two-door hardtop ($6044).

This may explain why sales for each body style failed to even hit 5000. It was the bridesmaid, not the bride. It just didn’t look as snazzy parked at the country club as, say, a red Coupe de Ville with white top and white leather. And you couldn’t get leather on a Calais anyway.

The two Calais interior upholstery choices included Darlington cloth, a “satin-finish fabric tailored with vertical piping and a horizontal vinyl insert,” again referring to my brochure, which is what our featured car sports. It would be my pick. This choice came in six different colors; the other option was an all-vinyl interior, available in two colors.

But at any rate, the Calais continued through the late 1970s as the easiest choice into joining the Cadillac family. The final year was 1976, which was the final year for this generation. Come 1977, the Calais was no more, and the least expensive Caddy became the Coupe de Ville.

I heard about our featured car before I saw it: My friend Dave Mitchell, who we visited at his shop the day before a car show, told us a friend of his from high school owned it, and he’d stopped by less than an hour before we arrived. I vowed to find it at the show, and the result is the photos you see here. I just adored it—especially the Adriatic Turquoise paint with matching interior! It was the first ’71 Calais I’d seen up close, ever.

And she was a beaut!

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Wheels are like shoes. A good set can make everything else in the ensemble pop, but ugly ones can flush loads of effort elsewhere right down the toilet. Enthusiasts love to make their cars look just so, and because wheels are so interchangeable, they’ve been among the most popular vehicle modifications for decades.

In the modern era, there are a lot of boring wheel designs, a lot of polarizing wheel designs, and then some that make you feel absolutely nothing. But occasionally, designers get the stock wheels so right that there’s no need to look to the aftermarket. Our team got to discussing what OEM (original equipment manufacturer) wheels nail the brief.

We’re not big rules people here, but we did all agree to set a time frame of 2000 to now. We covered some of the more classic designs like Minilites and Fuchs here—that conversation was all about the best wheels to come out in the last quarter century. Below are nine nominations from our staff for the best modern wheel designs. Who got it right? What’d we leave out? Who needs a wellness check based on what they offered up? Let us know in the comments.

Cadillac V-Series 10-Spoke Wheel

First introduced on the previous-generation Cadillac performance sedans, the CTS-V and the ATS-V, this 10-spoke design is fantastic. (The updated version looks nearly as good on the new CT4-V Blackwing, too.) But as cool as they are on a road car, they’re even better on Cadillac’s older, DPi-V.R IMSA race cars. A nice little brand parallel between the road and race cars lends even more credibility to just how gnarly these cars are when you thrash them. These got the vote of managing editor Eddy Eckart, and it’s not hard to see why.

Saab 9-5 Turbo 3-Spoke Wheels

Our executive editor Eric Weiner chimed in with a nod for these Saab wheels. While the now-defunct automaker had a thing for unconventional rollers, this design takes the cake. Although Saab no longer makes cars, we’ll always have an affinity for the company that took much of its design ethos from its “Born from Jets” tagline.

Mercedes-Benz SLR McLaren Fan Blades

Remember how bad wheels can sully a car’s good design? Well, sometimes the opposite is true. Great wheels can lift an otherwise, erm, interesting design. That was just the case for those nominated by editor-at-large Stefan Lombard.

“I love the smoked 15-inch Desert Runner wheels fitted to certain early 2000s Nissan Frontiers (I put a set on my Xterra) but I think I’ve got to go with the fan blades on the 2004–10 Mercedes-Benz SLR McLaren. Ironically, they are the best-looking part of the whole car.”

Cadillac Tech Bronze Snowflakes

I mean, it’s a fact that no good wheels were designed after the ’70s, but if I had to choose a modern wheel … I’ve got a thing for the wheels they’re slapping on these performance Cadillacs. (That sound you’re hearing is two of our racing experts—Cam and Eddy—in violent agreement.) The brushed satin gold/bronze tone on these things is just fantastic, and I love the amount of sidewall you still get with these wheels. — Cameron Neveu

Chevrolet Silverado HD Alcoa Aluminum Wheels

Trucks don’t usually get highly stylized wheels. It’s always function first, then form. But as resident DIY guru Kyle Smith points out, sometimes the two marry up nicely. And of course, being the wrench-master that he is, he has personal experience with these things.

“The Alcoa aluminum wheels that Chevrolet specced on the heavy-duty lineup from 2000 to 2010 have aged gracefully and are one of the rare affordable options for those looking to add some flair to their eight-lug trucks without resorting to chrome 20-inchers or painted steelies,” he says. “After finding a set locally, I had them blasted and powder-coated for a great OEM+ look. They actually helped the handling of my big red Express since the aluminum wheels are so much lighter than the factory steel ones. The ride is a lot better, which might be a low bar with an ex-plumber van, but better ride and better look? That’s about as good as it gets.”

Land Rover Defender and Ford Maverick’s Modern Steelies

Modern adaptations of vintage ideas don’t always work, but when they do, they’re pretty special. Senior editor Grace Houghton laid out a compelling case for a wheel design that we’d otherwise overlook entirely.

“I’m a huge fan of steel wheels, whether OEM or aftermarket,” said Houghton. “This pretty white one is from the Land Rover Defender, a luxury-minded off-roader, but you’ll also find them on new vehicles as humble as the Ford Maverick. Burly yet handsome, and so functional … and don’t get me started on the powder-coated steel beauties made by Detroit Steel Wheel Company … no street-rod truck would be complete without a set.”

Tesla Cybertruck Wheel Cover

We were all scratching our heads when senior editor Sajeev Mehta nominated the shoes on the Cybertruck. However, in true Sajeev fashion, he took the idea of “favorite” and pivoted it to mean “favorite wheel design to laugh at.” Score one for loose rules! Here’s his explanation: “The Cybertruck wheel covers prove that you can try to ‘Silicon Valley’ your way into reinventing the wheel, but you’re just gonna embarrass yourself in the process with a design that goes past the rim and eats into the tire.”

Alphard Wheels from Mid-2000s Mercedes-Benz SL600

Associate editor Chris Stark decided to bend the rules a different way, celebrating a wheel design not for how it looked on the car that wore it originally, but for how the design would look on other cars. It’s Friday, so we’ll allow it.

“I’m partial to the optional Alphard wheels that were available on the mid-2000s Mercedes SL,” he said. “They look fine on the cars they came on, but like the Corvette Sawblade wheels, they look way better on slammed VWs.”

Morgan Super 3 Disc Wheels

Who doesn’t love a good set of discs? They’re similar in design to the aeroblade wheels of IMSA fame, but with a smidge of functionality pulled out in favor of a little more curb appeal. Our resident U.K. correspondent, Nik Berg, had this to say about the shoes on this very British Morgan Super 3:

“They’re very big. On a very small car. Look almost like military hardware on this otherwise quite dainty oddball.”

No notes. Hard to argue with that.

Surely, there are plenty of modern wheel designs that we overlooked. Do you have a few in mind? Sound off in the comments below!

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Cadillac’s beautiful, sleek LMDh race car has been tearing up the track at endurance events around the globe, racking up plenty of podium finishes since its racing debut in 2023. While the car’s cutting-edge design is gorgeous, many of us at Hagerty wanted to know what was behind its blistering performance, so we sought some background information on its rowdy V-8 powerplant.

We got to speak with Adam Trojanek, the lead propulsion engineer for Cadillac’s LMDh (Le Mans Daytona hybrid) entry about the development of the LMC55.R V-8. Without revealing too many secrets, he shed some light on the engine and the team’s decision-making process as the raucous V-8 came together.

Trojanek has spent his entire automotive career with GM, taking a job on the performance small-block V-8 calibration team after getting a bachelor’s degree from Kettering University. After that, he spent four years as a program specialist on Chevrolet’s IndyCar team, before rotating into a role in engineering for production engines, where he led the small-block development team on the dyno. Back in racing once again, Trojanek put his V-8 expertise into the unique dual-overhead-cam 5.5-liter V-8 that provides the performance and soundtrack for Cadillac’s successful endurance racer.

The first thing we got out of the way is that the LMC55.R isn’t the same V-8 used in the Corvette C8.R. “The only thing that we share with the GT3 motor is the fact that it’s 5.5 liters in displacement,” noted Trojanek. The deeper you dive in, the more you’ll find to back up that sentiment.

“For this LMDh/GTP car and for the hypercar rules we live under . . . we all have to meet a specific power band that’s based off a declared maximum engine speed that we refer to as an nMax,” said Trojanek. The race series measures that power using torque sensors on the axle. The propulsion development team had to keep in mind that the engine would have a hybrid assist, but Trojanek and the rest of the team wanted the engine to be able to provide the necessary power on its own so that the driver could count on the output, “regardless of ambient condition and regardless of fuel strategy.”

Cadillac’s race entry didn’t turn out to be a naturally aspirated V-8 by accident—many options were on the table. Cadillac’s competitors use turbocharged V-8s and turbocharged V-6s with less displacement, but the engine had to be true to the brand. “The engine is easily identified as a Cadillac . . . the best way to do that is how it sounds,” said Trojanek. That made the decision for a naturally aspirated V-8 easy, but they still had to make it perform at a high level.

“One benefit, for sure, is that we have no turbo lag,” explained Trojanek. “That’s one reason why we didn’t go with turbos—because we knew that whatever the driver wanted, it would be there, instantly, or nearly instantly, compared to a turbo.” Of course, a turbocharger also means more moving parts, more plumbing, more weight, and additional cooling demands. Rather than worry about all that extra mass, packaging it, and tuning the right boost curve, the Cadillac team could spend time improving other aspects of the car.

“I think the propulsion system allows every OEM, including Cadillac, to make a unique experience for fans and for drivers. It’s turning into a kind of software war in terms of how we control the propulsion system to meet what the drivers request and need.”

—Adam Trojanek, Cadillac LMDh Lead Propulsion Engineer

“There are always opportunities to find more power and more efficiency with a new engine versus something that is already homologated,” said Trojanek. “We took advantage of that.” The team focused on ways to increase combustion efficiency and reduce frictional and pumping loss. One way to eke out extra efficiency is by squeezing the intake charge using a high compression ratio. An efficient combustion chamber is a must, and direct injection is another big factor that helps sustain a higher compression ratio. We asked about the specifics of the compression ratio. “I can’t say, sorry. It’s high,” Trojanek added with a laugh.

Variable-length runners and swapping intakes based on track configuration are not allowed, so tuning the intake was critical. “ITBs (individual throttle bodies) are a good choice for a naturally aspirated engine just in terms of allowing good throttle response. They also allow you to tune as you see fit for the ultimate power curve, as well as allowing good low-end response for transient conditions getting off the corner,” said Trojanek. ITBs let each intake runner breathe from the atmosphere, and placing the throttle bodies close to the cylinder head improves throttle response. If you’ve ever driven a car with a huge intake, like a tunnel ram with a lot of plenum volume, these things are the opposite. Because it’s at the top of the engine, any additional mass in the intake would raise the center of gravity, so engineers went through a lot of work to ensure the intake system was as light as possible, while still being durable.

“What we call ‘pens down’ in terms of we’re snapping the chalk line,” Trojanek said, was mid/late 2021. That’s when they started building the parts they’d been designing. “Our first engine was running on the dyno in Q1 of 2022.” That’s a fast turnaround. “We had about a year of in-vehicle and on-dyno development before homologation during Q4 of 2022.”

Trojanek said the engine is a structural member of the car. “That drove us to utilize a lot of advanced materials and design practices so that we could be as light as possible but as strong as possible while also maintaining durability and reliability for the engine, since it is an endurance series,” said Trojanek. “‘To finish first, you must first finish’ that’s always the mindset.”

He told us that the engineering team tried to limit how many times a component was split into multiple components. That helps with strength and weight, and it can also reduce the number of fasteners needed. Every bolt is added mass, and a bolt can’t work itself loose if it’s not there in the first place. The team employed that mindset on construction throughout the car, but the biggest pieces of the engine are an excellent example. The top half of the block is cast from a high-strength aluminum alloy, but the sump half is billet, machined from a single piece of aluminum. The block and sump are machined together, as a matched pair, with the bottom billet piece carrying the main caps and acting as a main girdle to add rigidity to the bottom end of the V-8.

Other ways of minimizing mass included employing the best methods of 3D printing currently available. “That really allowed us to explore different materials that might not be available outside of additive manufacturing,” said Trojanek. Nearly 30 parts designed for the engine are built using additive manufacturing, including the oil tank and the oil cooler shell both printed in sintered aluminum. Some of the parts 3D printed for the cooling system would be very difficult to fabricate using traditional methods while also minimizing flow restriction within the packaging constraints of the engine bay. In many cases, 3D printing is quicker and also produces a lighter part.

“We knew the goal we had to hit, we knew the timeline to get the job done, and we pushed like mad until we got there.”

—Adam Trojanek, Cadillac LMDh Lead Propulsion Engineer

The team also did its homework when building the engine’s dry-sump oiling system. “We drew upon a lot of our other GM racing engines and families to help guide us in the latest and greatest technology that was on the market,” Trojanek said. “We ended up with a configuration that offered that best pumping efficiency, scavenging efficiency, and was also the lightest-weight option on the market at the time.” The dry sump scavenges oil from six locations in the engine: one in each bay of the block that houses a pair of cylinders, with two additional pumps that pull oil from elsewhere in the engine. Trojanek wouldn’t say specifically, but it’s important that oil pumped to the top end of the engine makes its way to get recirculated, so you can guess that it’s from either the cylinder heads or somewhere in the valley of the block. “We use DLC (diamond-like coating) on various components to help with wear, but it’s not as much as people would think,” Trojanek said. “The engine is very reliable and has good wear, because we did our work ahead of time to make sure that we didn’t necessarily need the DLC.”

Besides a high-speed flyby, the best way to experience the Cadillac V-8’s signature sounds is to hear it leaving the pits. “We have a strong enough electric motor to give us, honestly, really good 0–60 times,” noted Trojanek. When he says 0–60, he’s talking kilometers per hour, as 60 kph is the pit lane speed, governed by the series. Time spent getting up to the max pit lane speed is wasted, and penalties for exceeding the limit can also cost the team. Cadillac’s strategy seeks to eliminate those inefficiencies. “We can achieve that quicker, smoother, with the appropriate amount of energy to the tire to get up to speed, a lot more accurately than we can by slipping the clutch in an ICE engine.” Once the car leaves pit lane, an electronically controlled clutch manages the blend to internal combustion power. That’s when the engine snorts to life.

The results speak for themselves. “Everyone recognizes the Cadillac sound,” said Trojanek, especially the characteristic roar it makes as it leaves pit lane under EV power and fires up the V-8 in an instant.” It’s won the hearts of many, and terrified some,” he joked.

We asked Trojanek if the team experimented with different exhaust configurations besides the four-into-one arrangement that made it onto the car. “You look at how small our headers are and the exhaust system as a whole. To fit a Tri-Y into that added unnecessary mass. We didn’t really need it to make the power or the torque curve. In terms of efficiency, it was kind of negligible. The four-into-one is what suits us best,” Trojanek said.

GM’s host of engine development tools enabled engineers to simulate exhaust tubing lengths to try exhaust options virtually before any actual tubing was bent, or printed, in this case. Each of the collectors is made from 3D-printed Inconel. There weren’t any surprises turning the combustion calculations into a high-flowing reality.

We asked Trojanek if Cadillac’s engineers placed any Easter Eggs into its parts, like logos or emblems hidden in castings. “No, we talked about it, but I think we were just so focused on making sure that all the performance metrics were met.” Casting a Cadillac logo into parts was a topic of discussion. When you’re sweating fastener size and fastener material looking for every gram you can, it’s tough to justify extra aluminum mass that’s not making the car any faster. “The exhaust is our easter egg!” Trojanek joked.

We also asked about any nicknames the engine or car had during development. He won’t outright say that the engineers nicknamed the prototypes “Batmobile,” but Trojanek did admit that the test cars were black and the propulsion system software that powers the cars has a customizable background where the engineers have placed an image of a very recognizable 1990s movie car. If a buttoned-up Bruce Wayne drove a CT5-V Blackwing, it’s not a stretch to imagine the Caped Crusader prowling Gotham in Cadillac’s sleek, low-slung race car.

Cadillac put its bespoke V-8 to good use in 2023, capturing the team and manufacturer championships in IMSA GTP/DPi. The 2024 racing season is going well, too, as Cadillac is tied for first early in the IMSA WeatherTech SportsCar Championship season.

You can see the cars in action on track and hear that famous Cadillac V-8 sound all around the world, but you can also bring it into your living room with the documentary No Perfect Formula, which premieres May 31 at 7 p.m. ET and takes a look at the team’s 2023 Le Mans effort. You can find it on the Hagerty channel #2545 on the Samsung TV Plus app on Samsung Smart TVs, Galaxy Devices, and on the web. If you’d like to watch it on any other device, you will also find it on Hagerty’s Facebook page.

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In the early 2000s, I was working as general counsel for an auto transport company.  We had a contract with the St. Louis Cardinals to move the players’ cars the hell out of St. Louis at the end of the season—mostly to South Florida. Back then, the dominant whip among major league ballers was not what you’d expect. Corvettes, Benzes, Bentleys and Ferraris barely registered. Neither did the thinly disguised Yukon Denali that was the first generation Cadillac Escalade. No, what everyone from juiced sluggers to ballboys wanted was the Lincoln Navigator. But that quickly changed as soon as Cadillac introduced the second-generation Escalade, the one made famous by everyone’s favorite North Jersey sanitation executive, Tony Soprano. The next-level swagger of the new 2002 Escalade turned the Navigator into the MySpace of luxury SUVs—going from first to market to also-ran, in record time.

As the first-mover in the segment, the battle was Lincoln’s to lose. The original 1998 Navigator was a supremely nice rig that was generally well-reviewed by the magazines of the day. Motor Trend was particularly effusive in its praise: “This Lincoln goes almost anywhere the biggest, ugliest, member of the current crop of beastly off-roaders goes with impressive levels of mechanical refinement and interior comfort, yet it still looks smart parked in front of The Ritz.” What really set the Navigator apart was the fact that unlike the 1999 Escalade with its uninspired badge engineering, the Navigator looked the part. Although it was based on the Ford Expedition, the only body panels that it shared with that vehicle were the roof and doors.

Uncharacteristically, GM learned from its mistakes quickly, and the now iconic, Ed Welburn-supervised design of the second-generation Escalade was an instant classic. Car and Driver in its initial test said that the Escalade went from worst to first in one fell swoop. But even more importantly, the magazine made this particularly prescient observation: “Someday, when—and if—Cadillac has successfully completed its renaissance, we may look back on this vehicle as the beginning of the comeback, the vehicle that marked the restoration of America’s one-time standard for the world to the first rank of prestigious transportation providers. Wow, huh?”

Wow, indeed.  In response, the refreshed 2003 Navigator was pretty meh. Car and Driver noted that even owners of the original Navigator would be hard-pressed to recognize this as a new model. That, sports fans, is a serious foul for a new vehicle in a hotly competitive segment. So was giving up about 50 hp to the 6.0-liter Escalade, and even though acceleration isn’t the point of an SUV, taking almost 2 seconds longer than the Caddy to get to 60 was also hard to ignore. An incalculable number of style points went to the Cadillac as well.

An overly conservative refresh with no gains in power, and only modest gains in performance effectively squandered the lead established by the first Navigator. By the time the second-generation Escalade came out, the Navigator was also getting trounced in the ever-important pro ballplayer market. Lincolns had all but disappeared from the fleet of that annual Cardinal exodus to South Florida. And in perhaps the ultimate addition of insult to injury, when a Navigator appeared in The Sopranos, it was owned by a rat, Fabian (Febby) Petrulio whom Tony finds hiding out in Maine. The game had been Ford’s to lose, and they had truly snatched defeat from the jaws of victory.

The Escalade, on the other hand, has done what several generations of super-sedans couldn’t do for Cadillac—make the badge relevant again and get younger people into Cadillacs in large numbers. Car and Driver’s prediction had come true; the 2002 Escalade really was the cornerstone of the revival of the brand, which in the coming years saw more exciting models like the CTS-V, ATS, and CT5-V join the lineup. Conversely, you could argue that the second-gen Navigator, introduced for 2003, was the opposite. It preceded the general neglect that the Lincoln brand still suffers from.

There are many instances of Ford Motor Company putting out a hit new car or opening up a whole new segment, leaving General Motors to play catch up. The Mustang and the Bronco are two of the most famous. In the case of luxury SUVs, though, GM’s upstart challenger got it just right and has continued to be more culturally relevant and desirable than its FoMoCo rival.

With the Sopranos-era Escalade already approaching some form of collectibility, it’s just something to ponder when you light a cigar, cue up Alabama 3’s “Woke up this Morning” and transit the toll booths on the Jersey Turnpike, while pondering whether Tony got whacked or not in the finale.

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Full disclosure: I love these cars. This basic body style first appeared in Autumn 1976 as a ’77 model, and the was given a more aerodynamic restyling in 1980, though the basic size and shape remained. That ’80 body lasted all the way to 1992, with only minor exterior and interior trim and styling changes. But my favorite is the facelifted 1990-92 models. And it takes me back to when Cadillac just made cars: sedans, coupes and the Allante convertible. Nary a 4×4 or crossover to be seen!

It was a better time. I loved Cadillac back then. Lincoln too. It goes back to early childhood and my Grandpa Bob’s 1977 Continental Mark V. Big, bold, with hidden headlights, opera windows, and swank interiors. Oh sure, I loved the Porsche 911s and Lamborghini Countaches of the time, too, but my heart was with domestic luxury cars, even at 11.

A big plus at that time (circa 1991-92) was that the father of one of my best friends, Cameron Saunders, was a salesman at Horst-Zimmerman Cadillac-Pontiac-Honda in downtown Rock Island. Cameron brought the big, plush 1991 and 1992 Cadillac brochures to school, which I hid in my desk and ogled during lunch and at recess. No, really.

It actually got to the point that the teacher took them away! I was heartbroken. By golly, what’s wrong with looking at fine luxury cars? And why confiscate such treasures from a car-obsessed kid, dang! But such is life—and childhood.

Fun fact: years later, after I got my driver’s license, I went back and talked to the principal, who was a neighbor of ours, to see if possibly they were still in a closet or drawer somewhere. Of course they were long gone, but a short time later I was able to replace them with a little help from eBay. As you can imagine, my brochure collection has grown substantially since then, but I’ve digressed enough already!

While the same essential car existed from 1980 through 1992, what it was called depended on the year. In 1980, it was the Fleetwood Brougham (and associated tonier Brougham d’Elegance, which included what I like to call the “lawyer’s office” interior in all its button-tufted glory). It would remain the same through the 1986 model year.

Starting in 1987, however, it became simply the Brougham. This was due to confusion which began in 1985 with the new front-wheel drive C-body de Villes and Fleetwoods. Yes, in 1985 there were two Fleetwoods. The smaller, yet still luxurious front-wheel drive Fleetwood, and the 1980-vintage Fleetwood Brougham.

For several years it was uncertain if the new front-drive car would replace the more established model, but since the rear-wheel drive Caddy kept selling, GM kept building it. Thus, starting in ’87, the RWD car was the Brougham and the FWD car was the Fleetwood.

Fun fact: the 1987 Brougham got a “new” grille, but it was actually the former grille first seen on 1981 Coupe de Villes, Sedan de Villes and Fleetwood Broughams. The ’88 was virtually the same, but in 1989 another “new” grille was featured—this time the former ’82-’86 grille. You might say GM was a pioneer in recycling. Personally, I think it’s a clever use of already-paid-for tooling.

But in 1990, the need for a more elaborate refresh was apparent. In addition to yet another new grille, Cadillac added flush “Euro” style headlights, new taillights, a revised instrument panel, and new side cladding adorning the flanks. As before, it was available in Brougham and Brougham d’Elegance versions, with all cars wearing ample chrome and a padded vinyl roof.

Despite my having at least 16-18 Cadillac books, I have to admit I was a little bit stymied in beginning this article—not one of my points of reference had production or price figures on anything after 1990.

Fortunately, my friend Dave Smith delivered in spades, as he has all sorts of dealer-only publications from back then. A ’91 Brougham based at $30,225, the d’Elegance with cloth was $32,027, and the d’Elegance with cloth was $32,597.

Dave and my other friend, Jeremy Shiffer, knowledgeable resources both, were able to confirm confirmed that 26,439 Broughams were made in ’91. Of that total, 8,812 had the d’Elegance package.

Our featured car was owned by my friend Anthony Gozzo at the time I began compiling information for its writeup, although it was for sale. Anthony has a tidy business selling classic 1970s-2000s Cadillacs and Lincolns, and he found this car—with a remarkable 21,000 original miles—in LaSalle, Illinois. Of course he has several nice Caddys and Lincolns in his personal collection as well.

As he related, this car “sold new at Lambert Jones Olds-Cadillac in LaSalle, Illinois. It was a spectacular example. The 5.0 may hold it back a bit, but unfortunately they aren’t as easy to come across in this condition or with a 5.7. Sort of at the point where even the underdogs are just as appreciated since they’re so hard to find.” And a bit later he told me it was sold and going to a happy new home in California.

These cars are appreciating, too. Valuation isn’t really my bailiwick, but Anthony had this listed at $31,995 and it sold in less than 48 hours. But to his and the car’s credit, it is a remarkably well-preserved version by any standard. And I personally loved the white with dark blue interior.

My friend Jayson Coombes and I have often discussed how while years ago we would have wanted leather, now the velour (or Prima Vera cloth, as Cadillac called it) is more appealing to us. It just looks so comfortable.

These were the last Cadillacs with all the cool little styling touches too, like the miniature wreath and crests on the front seat side shields, the wire wheel covers, and the ample woodgrain trim inside.

For facts-and-figures folks, additional options included the Gold Ornamentation Package ($395), genuine wire wheels ($1000), power Astroroof ($1355) and Firemist paint ($190 for the upper body, $50 for the lower accent moldings/cladding).

Sure, the more aerodynamic 1993 Fleetwood and Fleetwood Brougham, which retained this car’s chassis, was classy and sharp too, but a lot of those little chrome details and gingerbread were no longer present. And a bit of that old Cadillac swank and swagger was lost, never to return.

But don’t despair! For those seeking classic American luxury, there are still Broughams out there, looking for happy new homes, to whisk their owners to supper clubs for surf and turf and gin and tonics! Anthony is but one purveyor of these classic chariots. If you’re so inclined, seek them out. And until next time, Brougham on. And always tip your bartender.

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How the almost-mighty have fallen.

It was a different time then, in 1990: Auto shows were at the peak of their popularity, and manufacturers, from the smallest to the largest, recognized the value of putting their best foot forward in front of the massive audiences and prodigious media coverage that the shows received.

The car companies typically had a separate budget for the four major U.S. car shows, which were, and still are, in Detroit, Los Angeles, New York City and Chicago. And part of that budget usually included show cars—from barely-disguised upcoming models, to fanciful ground-up concepts designed to test out new ideas in front of what was often one of the world’s largest focus groups. Some concept cars made it to production, and some were forgotten almost as soon as the show’s doors closed.

That was the fate of the Cadillac Aurora, a sedan that was presented to the audience of the Chicago Auto Show. Founded in 1901, the Chicago show may have lacked the global credibility of the North American International Auto Show in Detroit, which was inevitably bolstered by its proximity to Ford, General Motors and Chrysler, but Chicago, in terms of crowd size, has long been the country’s largest.

The fact that the Cadillac Aurora was assigned to Chicago in February, instead of the Detroit show a month earlier, may have demoted it a bit in the eyes of the attending media, but it guaranteed that it would be seen in person by the most attendees.

The Aurora concept was a car taken very seriously by Cadillac. In a series of GM-sourced photos available on Carstyling.ru, the entire design process is chronicled, from the initial freehand sketches of the car, to the full-sized clay model created to see what the Aurora would look like in the flesh.

Unlike many concept cars of the era, which may have had darkened windows because the manufacturer didn’t take time to design a proper interior, or be displayed with the hood closed because they used some generic powertrain, the Cadillac Aurora was presented as though it was ready for the showroom.

The engine was a 200-horsepower, 4.5-liter V-8 that was mounted longitudinally to better package an all-wheel-drive system, complete with advanced traction control. The clean, functional interior was decidedly ahead of its time. The tapered rear is awfully busy and dates the car, with lights that extend from one side of the car to the other, contained in 30 separate horizontal bars, atop dual exhausts.

Its exterior styling eschewed the angular, now-dated look of multiple GM sedans from the period. It recalled a variety of GM influences that both post- and predate the 1990 concept, from the EV1 electric car to European Opels to the 1992 Oldsmobile Achieva, which shared the horizontal body line across the top of the rear wheel, even more pronounced on the Cadillac Aurora. Its prominent world debut occurred atop a revolving platform at the Chicago show, beneath a sign that read “Cadillac Style.”

Though the Aurora name was subsequently deeded over to Oldsmobile for the handsome sedan that would become the brand’s four-door flagship upon its debut in 1994, none of the prominent styling cues from the Cadillac Aurora would carry over.

We mention all this because a series of photos surfaced this month that show the Cadillac Aurora in line at a junkyard, presumably waiting its turn to be crushed. Manufacturers were turning out concept cars at a prodigious rate in the 1980s and ‘90s, and if a concept wasn’t important enough to merit a place in a museum, there was a good chance it would be destroyed, rather than take up warehouse space. The Aurora was obviously treated roughly: It’s scratched and dented, has a big hole in the driver’s side door, and sits on a nearly flat left rear tire.

The Cadillac Aurora did at least get a brief post-show moment in the sun, when it was a bit player in the 1993 film Demolition Man, the Sylvester Stallone police pic that was set in the future. A photo posted on Imcdb.org shows the silver Cadillac Aurora, right down to its stylish custom wheels, in a background shot in the movie, and it does indeed look futuristic for the time.

And now, even with its haphazard placement in the junkyard, squeezed in next to a Buick LaCrosse and a Chevrolet Malibu, this show car still evokes an emotion: Sadness. But we guess you can’t save ‘em all.

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What’s a company like Cadillac doing in sports car racing?

Winning, mostly.

Since Cadillac joined the International Motor Sports Association series in 2017 in the top prototype class, it has earned four championships and won the Rolex 24 at Daytona four times. 

But changes have come to sports car racing—In 2023, IMSA introduced a total redesign of the cars eligible to compete in its premiere GTP class, including a new body, chassis, and revolutionary hybrid power.

An added incentive came with that new GTP package: The specifications for IMSA’s fastest class meant that the cars were now eligible to enter the 24 Hours of Le Mans, the most prestigious sports car race in the world. Manufacturers from all over the globe come to Le Mans each June to compete, and Cadillac received three invitations to enter the 2023 race, celebrating the 100^th anniversary of the event. Three teams were dispatched to France to race the Cadillac V-Series.R in the Hypercar class.

A documentary team followed Cadillac as they embarked on their ambitious return to Le Mans, and the result is “No Perfect Formula,” which premieres May 31 at 7 p.m. EST, on the Hagerty channel 1194 on the Samsung TV Plus app on Samsung Smart TVs, Galaxy Devices, and on the web. Global audiences can view the documentary on Hagerty’s Facebook page.

Want a sneak peek? You can view the official trailer for “No Perfect Formula” below.

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The top story of the 2024 Rolex 24 at Daytona, the season-opening race for the IMSA WeatherTech SportsCar Championship in late January, was the nicely executed win by the No. 7 Penske Porsche 963. That victory notched team owner Roger Penske his first overall victory in the Rolex 24 in 55 years. At the second race of the season, Saturday’s Mobil 1 Twelve Hours at Sebring, the Penske Porsches certainly figured into the race, with the No. 7 coming in third.

This time, however, the lead story was the intense GTP battle in the closing stages between the Acura ARX-06 of Wayne Taylor Racing with Andretti, and the Chip Ganassi Racing Cadillac V-Series.R.

Acura’s Louis Deletraz and Cadillac pilot Sebastien Bourdais put on a racing driver’s seminar, fighting the very rough, dark track, slower-lapped cars, and each other. Deletraz made a brilliant move with just five minutes left to squeeze by Bourdais and drive on to a victory margin of just 0.981 seconds.

That was sort of the story of all four classes in the race: LMP2 was decided by 1.127 seconds; GTD Pro by 0.121 seconds, and GTD by 0.646 seconds: incredibly tight finishes before what IMSA said was, like Daytona, a record crowd, though IMSA, owned by NASCAR, quit announcing crowd sizes in 2013. The complete results are available here.

Deletraz, just starting his first full IMSA season, co-drove with Jordan Taylor and IndyCar star Colton Herta, while Bourdais co-drove with Renger van der Zande and IndyCar’s Scott Dixon. It’s worth noting that a week ago, Chip Ganassi and Cadillac announced they’d be ending their partnership at the end of 2024. No real reason was given.

The race was, according to Bourdais, a little too physical, with multiple contacts between him and Deletraz. “Definitely, that was way too many contacts,” Bourdais said. “Both sides of the floor, toward the rear, are significantly damaged. I think we were both be pretty lucky it didn’t rip a stem off a wheel because we probably could have picked up a puncture four or five times during the last few laps there. I’m not really accustomed to that and not a big fan of it. To be honest, I don’t think he needed it because he had so much pace. Hats off to them anyhow. They had the package at the end to make the difference. We just had to settle for second.”

The LMP2 winner was, like Daytona, the Era Motorsport Oreca. In GTD Pro, it was the Vasser-Sullivan Lexus RCF GT3, after a very disappointing Daytona. And in GTD, it was a repeat for the Rolex 24 winner, the Winward Racing Mercedes-AMG GT3.

What else did we learn at Sebring? Read on:

1: Two spectacular crashes, no injuries: If any one driver has owned Sebring the last 10 years, it’s probably Pipo Derani, currently a driver for the No. 31 Whelen Cadillac. He won in 2023 and set a fast time in qualifying this year. In the seventh hour, leading by a whopping 12 seconds, he was passing a slower car, a Ferrari 296 GT3 driven by Miguel Molina; they made contact. It was enough to upset Derani’s Cadillac and send the car onto the grass and head-on into the tire wall, and then the Cadillac flipped and landed upside-down atop that tire wall. Just like that, the favorite was done.

The other crash occurred on the final turn leading to the front straight. Katherine Legge, driving the Gradient Racing Acura NSX GT3, was making the right turn when Fred Makowiecki, driving a Penske Porsche 963, took the turn to Legge’s inside rather than wait and make the pass on the straightaway, and appeared to boot the Acura into the wall, hard. She walked away, but the car was done.

2: Once again, the Corvettes and the Mustangs have teething pains: We expected it at the Rolex 24 at Daytona, where the highest-finishing Mustang came in sixth in class and 31st overall, in a 59-car field. The top Corvette finished fifth in class and 30th overall. And while the new-this-year Ford Mustang GT3 and Chevrolet Corvette Z06 GT.R benefitted from another seven weeks of testing and development time, the 12 Hours of Sebring finish saw the two Multimatic Mustangs finish seventh and eighth in class, but the Corvettes didn’t have much to show for a hard-fought day.

The top-finishing Corvette was ninth in the 22-car GTD class—one of the AWA-backed cars, not one of the favored Pratt Miller Corvettes, which finished tenth and 11th in GTD Pro, a class that only had 12 cars. The GTD Pro finishes don’t tell the story, as the No. 3 car was hit from behind and spun in the closing minutes of the race while running second. “It was very hectic out there and people were acting over-aggressive,” said the victimized Corvette driver, Dani Juncadella. “It gets dark here and there’s not much (camera) footage, so people start believing there are no rules.” The number 4 sister car battled clutch problems all day, with the crew eventually choosing to change the clutch, which cost multiple laps. The other AWA Corvette made it only two laps before being sidelined with electrical issues.

3: The dreaded BOP: No one much likes IMSA’s “Balance of Performance,” a formula the sanctioning body uses to level the playing field among the cars in each class, as well as level out the class itself. Let’s get to that one first: BOP ensures that the GTP class is the fastest, followed by the LMP2 class, followed by the GTD Pro and GTD classes, which use the same cars, but GTD Pro allows for additional professional drivers.

In the race itself, GTP cars averaged lap times of about mid-1 minute, 49 seconds, up to 1:50 or so. That kept them well ahead of the LMP2 cars, which are limited to spec-500-horsepower V-8s, and lap around mid-1:51s, up to 1.53. GTD and GTD Pro lapped in the low 2:01 range, up to 2:02.

It’s still remarkable that the rules allow such a wide variety of makes and models to fit in such narrow windows. It’s a combination of regulating horsepower, fuel flow, airflow, weight, aerodynamics, and other sophisticated factors. But balancing V-8s against V-6s, naturally-aspirated vs. turbocharged, and front-engine vs. mid-engine is a science, and sports car racing has it down.

4: The Lamborghini cometh. We initially saw the all-new Lamborghini SC63 the first week of last December at an IMSA open test at Daytona International Speedway, sort of a quieter Roar before the mandatory Roar Before the 24. Since the Lamborghini wasn’t racing at Daytona, it didn’t show for the official test but did for the preliminary one. There, surprisingly, it was the fastest GTP on the track.

We aren’t sure what happened between December and March, when the Lamborghini formally debuted at the 12 Hours of Sebring. It was now slower than most of the field. BOP, we’d guess. But it was a good day for the Lambo, finishing seventh out of 11 GTP cars and on the lead lap, thanks in part to an all-star driver lineup, including Romain Grosjean. Well done.

5: Youth is served, part 2: As it was at the Rolex 24 at Daytona in the LMP2 class, the winning Era Motorsport Oreca LMP2 07 featured 17-year-old Connor Zilisch, teamed with Era regular-season drivers Dwight Merriman and Ryan Dalziel. But this time, Zilisch was tasked with finishing the race, taking over with about 90 minutes left. He drove like a veteran. If Connor Zilisch were on the stock market, I’d buy some shares. Zilisch spent most of his young pro racing career in the Trans Am Series, winning 10 times in the TA2 class, and winning his debut race in the top TA class. It was the first time in Trans Am history that one driver had won both the TA and TA2 race in the same weekend.

Zilisch signed a NASCAR development deal with Trackhouse Racing, and he makes his NASCAR Craftsman Truck debut this weekend with Spire Motorsports at Circuit of the Americas. Said IMSA co-driver Dalziel, himself an overall winner at the Rolex 24, on Zilisch’s final stint at Sebring: “You look at the list of drivers that were behind Connor on that restart—the talent and the guys with experience—and the kid just kept his head cool and brought it home.”

6: The Michelin Pilot Challenge series is healthy, too: Friday’s opening act for both the Twelve Hours of Sebring and the Rolex 24 at Daytona is the dual-class Michelin Pilot Challenge, a four-hour race at Daytona, and two hours at Sebring. The Alan Jay Automotive Network 120 at Sebring was the usual rough-and-tumble affair, with 40 cars total in the GS class (such as the Aston Martin Vantage GT4, Ford Mustang GT4, Toyota Supra GT4), and the less powerful TCR class (Hyundai Elantra N TCR, Honda Civic FK7 TCR, Alfa Romeo Giulietta Veloce TCR).

First taking the checkered flag were Frank DePew and Robin Liddell in the Rebel Rock Racing Aston Martin Vantage AMR GT4 Evo, 1.8 seconds ahead of the van der Steur Racing Aston Martin. In TCR, the winner was the JDC-Miller Motorsports Audi RS3 LMS TCR of Chris Miller and Mikey Taylor, over the Star-Com Racing Hyundai Elantra, which was elevated from third after the second-place Hyundai failed post-race inspection.

7. Two races in, two record crowds and large fields: Only IMSA starts its season with what are, by far, its two biggest races. Race three is pretty important, though: the 100-minute Acura Grand Prix of Long Beach, April 19-20. Eight more races follow, ending with the 10-hour Petit Le Mans at Michelin Raceway Road Atlanta. In a surprise move, IMSA announced its 2025 schedule at the Sebring weekend, and it looks pretty much like this year’s. With 18 manufacturers paying to compete in it, pound for pound, IMSA may be America’s healthiest race series.

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I have my friend Mike Risatti to thank for the fantastic pictures of this beautiful Eldorado. Labor Day weekend always means a lot of car shows, and sometimes you can’t get to all of them. Previously, the Cadillac & LaSalle Club show at Ettleson Cadillac in Hodgkins, Illinois, was held in mid-June, but this year it was moved to the holiday weekend.

I wanted to go, and initially planned to, but the excellent Grape Festival show in Nauvoo, Illinois—just a short hop across the Mississippi River from Fort Madison, Iowa—is held the same weekend, and I have been attending it since 2006. My aunt and uncle, Lori and Dave Klockau, are always there (they have a house there as kind of a weekend getaway) and it’s always fun to drive up, visit, have a most excellent picnic lunch outside, attend the Labor Day Parade, then go to the show and gawk at the cars.

The problem was, Ettleson was Saturday and Nauvoo was Sunday, and attending both would have meant six hours of driving Saturday and four more on Sunday, which was a tad too much, even for a rabid car show attendee like me.

Fortunately, many of my Chicago-area Cadillac friends were at Ettleson. Mike owns a fantastic 1960 Cadillac Sedan de Ville, and he brought it to the show.

And luckily for me, he also posted many pictures online. At that time, I was on the couch at home, drinking coffee. There were so many nice Cadillacs, including a Mandarin Orange 1975 Eldorado convertible—with a matching orange top! But the one I really zeroed in on was this simply fantastic Cranberry Firemist 1974 Eldorado coupe.

This color and Persian Lime Firemist are my favorite 1974 Cadillac colors. There were so many great ones back then! None of this black, silver, and gray nonsense. I will posit that a ’70s Cadillac color chart was more extensive and impressive than any specialty, uber-expensive luxury car of 2023. Things weren’t perfect in 1974, but car-wise things were pretty impressive on the color and option scale.

I now know many folks of a certain age are just going mad, ready to say 1974 … really?! Seatbelt interlocks! Gas crisis! Etcetera! But I’ll always love the year for the sheer variety of cars. Luxury gunboats like this, Saab 99s, Fiats, Alfa coupes, Pinto woody wagons, Citroëns! It was a vast smorgasbord for those who were new-car shopping. And it was the year my parents were married. So there!

Cadillac was doing just fine, thank you, in 1974, despite gas prices and other things. Still all-car, no SUVs yet—thank heaven! The lineup began with the Calais coupe and four-door hardtop, moving up to the Sedan de Ville and Coupe de Ville, the personal-lux Eldorado like our featured vehicle, the incomparable Eldo convertible, top-of-the-line “owner driven” Fleetwood Brougham (with even more sumptuous Brougham d’Elegance and Fleetwood Talisman versions), and the top of the heap: the Fleetwood Series 75 limousine and nine-passenger Sedan.

And the colors! Did I mention the colors? Well, I’m going to do it again! So many fabrics, leathers, top colors, and paint choices! It was wonderful. And the names themselves just made you want to run into a Cadillac dealership and hand them a blank check: Victorian Amber Firemist, Terra Cotta Firemist, Regal Blue Firemist, Pharaoh Gold, and on and on!

And did I neglect to mention all the comfort, convenience, and appearance options available on 1974 Cadillacs? Well, buckle up! Available niceties included a power sunroof, Stereo with tape deck (no subscription claptrap then, no sir! You bought your 8-track tapes and that was that!), tilt/telescope steering column, Track Master (an early form of anti-skid braking), outside thermometer (mounted on the driver’s side mirror), extra brilliant Firemist paints, and more.

Our featured car also has the Custom Cabriolet top option, which retailed for $385 ($2409 today) as seen on this Eldorado, but was $1005 ($6287) with the power sunroof. The Custom Cabriolet roof “features a padded elk grain roof haloed by a sheer chrome molding,” per my 1974 brochure. The ’74 Eldorado started at $9110 ($56,991) for the coupe and $9437 ($59,037) for the convertible. A total of 32,812 coupes were built.

Interiors were suitably sumptuous. Remember when luxury cars had rich fabrics and velours, and everything wasn’t just black or tan leather like now. In 1974 alone Eldorados came with a three-tone Mohawk fabric with Meridian fabric bolsters. Leather of course was an option, as well as Medici crushed velour, available in Dark Blue, Amber, or Terra Cotta.

I was just smitten with this car, with its Cranberry paint, white Custom Cabriolet top, and white leather with Cranberry dash, carpet, and seat belts. What a magnificent ride! Cadillac, bring back the Eldorado already! Please.

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Most car enthusiasts love to belittle the practice of badge-engineering, which is when an automaker creates its “own” vehicle by borrowing an existing template from another brand or sub-brand. Badge-engineered vehicles are some of the lowest of the low-hanging fruits in our automotive world, but they also have a fantastic track record of success. Tesla proved that well-heeled buyers don’t mind if a Model Y SUV looks strikingly similar to a Model 3 sedan. Badge engineering can even be the seed that germinates into a halo for an entire brand.

That’s precisely what happened 25 years ago this year, when Cadillac saw the success of a luxury SUV from its cross-town rival Lincoln and General Motors counterpart GMC, and decided it needed to jump on that bandwagon. Before we get into the iconic SUV that forever changed our perceptions of a Cadillac, let’s see how we got here.

Today, GMC’s Denali models are part of a sub-brand with a clear mission: Differentiate with “first-class appointments.” The strategy clearly works, and its success started with a concept vehicle from 1998 that aimed to capitalize on the blossoming luxury SUV segment. GMC’s first Denali truck didn’t look like a typical ’90s SUV: It was restyled with softer, more organic shapes in its front end, finished off with luxurious Kodiak Bronze paint and gold-plated accents. Inside there was a floor-mounted console with a VCR and two telephones, Bose Acoustimass audio, and a roof-mounted console with a flat-screen television. GMC declared that the resplendent Yukon Denali was much like the gold deposits found around Alaska’s Mount Denali, as “fine amenities express the pinnacle of style and luxury in the SUV segment.”

While many of the concept’s bits were purely auto-show theatrics, the exterior styling and decadent interior (complete with Zebrano wood trim, a material worthy of a Cadillac STS!) did make production. GMC had a winner on its hands: Our own Larry Webster, when he reviewed the original Yukon Denali, learned that “eighty percent of regular Yukons were sold with every available option.” In hindsight, there is no doubt that GMC “needed something for the customers to step up to from the regular Yukon.” Boy howdy, did the strategy ever work: Park one of these bulbous bad boys next to a GMT400 truck at a GM dealer and the GMC might as well be a Cadillac in a rental car lot full of Caprices and Cavaliers.

The ’98 Yukon Denali sounded the clarion call to badge-engineering, and the brand wearing GM’s Wreath and Crest saw the writing on the wall: If Cadillac didn’t move quickly to quench the thirst of its dealers, the entire building connected to this metaphorical wall would be engulfed in a five-alarm fire caused by rogue Navigators and young-blooded Yukons.

The Denali was a great template for starting a sensation, and the 1999 Cadillac Escalade did have a few bits that signaled superiority over its GMC twin. The seats were stitched up and padded out like those of a proper DeVille, and that egg-crate grille gave the Escalade’s rounded contours a little more textural contrast. Even the name—Ess-ka-laid—rolled off your tongue with style. This is the stuff that salespeople eat up, and that Cadillac owners evidently could not resist.

Asking Motorweek to share the disdain of automotive enthusiasts for blatant badge-engineering is a bridge too far, as “only minor changes are necessary to bring [the Yukon] up to Cadillac spec.” But the host of the show isn’t alone in refusing to call out such corner-cutting. At the time, the media gave the Lincoln Navigator, which appeared a year before the Escalade, even more slack because, unlike GM, Ford had no interdepartmental divisions fighting for the same slice of gilded utility pie. (Perhaps Ford is just lucky that Mercury never needed a full-size SUV?)

While the GMT400 bones of the original Escalade lacked the third-row seating enabled by Lincoln’s more modern UN93 underpinnings, Motorweek noted that the Cadillac flaunted a superior ride and quicker acceleration. It may be a far cry from the big-block Caddies of yore, but the 1999 Escalade was a proper brand ambassador for the burgeoning luxury-utility market. Perhaps Motorweek said it best when it ended its review by suggesting the 1999 Escalade was “a new kind of Cadillac for a new customer and a new millennium.”

There’s a good chance that Motorweek’s upbeat statements at the end of a review have never been this telling—or this accurate. The Escalade became the de facto Y2K DeVille for America’s upper crust, ensuring that Cadillac had a leg up on every other luxury automaker lacking a strong R&D budget for trucks and SUVs.

The Escalade became the go-to aspirational product for suburban families, posh taxi and airport livery fleets, and earned acceptance from younger generations in urban zip codes. It broadened the already wide appeal of Cadillac, whose brand name has been mentioned in over 11,000 songs over time, from artists of all backgrounds. Donnelly Baxter, Marketing Manager for the Escalade, likely said it best: “Escalade is an iconic nameplate that resonates across ages, cultures, and geographies. It represents Cadillac as a brand and serves as a point of inspiration, providing a halo effect for our entire luxury lineup.”

So let’s get back to 1999, and to this tall Cadillac that hadn’t quite come into focus. The Escalade was unique enough that customers could justify owning a “Cadillac truck” and enjoy the elevated dealership experience, all while embracing the lifestyle of owning a true flagship in our hierarchical society.

When I toured the assembly plant in Arlington, Texas, back in 2003, I recognized both the engineering shortcuts and the underlying appeal of an Escalade. I scoffed at the big Caddy being assembled next to workaday Suburbans and Tahoes, but I couldn’t resist staring at the Escalade’s unique leather and wood dashboards as it moved alongside its Bowtie brethren on the assembly line. Even in such a busy and hectic environment, the chrome-rimmed clock in the console caught my eye. By the time I reached the end of the assembly line, I had no doubt that the vehicle at the end of the assembly line had the same appeal as any Cadillac. The pill was surprisingly easy to swallow for someone as picky as yours truly, since the success of the Escalade suggested that average SUV buyers had no such hang-ups about the company their trucks might kept on the assembly line.

I was even tempted to visit Sewell Cadillac on my way out of Arlington so I could experience the completed product and complete the tour (as it were). Two decades later, the flaws from my 2003 excursion to the Escalade’s birthplace are far less noticeable, as the big Cadillac SUV is now significantly better/different/upgraded from its Chevrolet and GMC cousins.

With a full 25 years in the rearview, it’s clear the 1999 Cadillac Escalade was only the start of something special. The product only got better from there, earning the right to be held in the same regard as the Cadillac DeVilles and range-topping Fleetwoods before it.

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Ordinarily what happens in Vegas stays in Vegas, but somehow a custom Cadillac commissioned by Dean Martin has ended up in Australia where it’s now for sale for less than the price of a used Prius.

The 1969 Eldorado Custom Sport Wagon was built by George Barris for Martin, who was well-known for having a soft spot for big Caddies. He was a particular fan of wagons, having also ordered a rare Castilian Fleetwood Estate in 1976.

Before that, however, was this Eldorado. According to the book Barris: Kustoms of the 1960s the legendary car customizer originally pitched the idea of a Cadillac station wagon to Dean Martin in 1970, calling it “Casa de Eldorado”.

Eldorados of this era were powered by a 472 cubic-inch (7.7-liter) V-8, sending 375 hp through a slushbox with an immensely long 3.07:1 final drive. This was no sports wagon, designed instead for cruising long desert highways between Rat Pack hangouts in Las Vegas, Hollywood and Palm Springs.

Classic Barris touches include wood-style vinyl coachlines and a pair of somewhat ungainly faux wheel humps atop the front fenders. These look so badly applied that they could easily be removed, however. That’s not the only work that the next owner may wish to undertake. Now described as being in “barn find condition” the vinyl is peeling, there are rust spots, loose wiring and an interior that may have been lived in by an altogether different rat pack.

The car will go under the hammer at Donington Auctions in Melbourne, Australia on February 25.

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I’ve always thought that a Cadillac drives totally differently—in a good way—from other GM models. My dad and Uncle Henry agreed and savored that difference, which is why various Carinis have logged so many miles in Cadillacs. Dad really had a thing for those built from 1961 through 1965.

When I was in college, Dad and I took a summer cross-country trip to see all the car museums we could fit into three weeks. Traveling in style, we took his freshly restored 1961 Cadillac. Back in those days, there were no cellphones or GPS units, so before we started out, Dad went to AAA for one of their TripTik route planners and a few of their maps.

We hit some of the great collections and museums—Harrah’s in Reno, Nevada, the Briggs Cunningham Automotive Museum in Costa Mesa, California, and the collection at the Natural History Museum of Los Angeles County. During the trip, we found that the Cadillac, then 10 years old, was a pretty good conversation starter. I did most of the driving, broken up by regular meal stops because Dad was “a scheduled eater.” Breakfast was at 6 a.m., lunch was at noon, and dinner was at 5 p.m. At one point, we were on Interstate 80 out west and I told my father, “There is a great diner about three exits ahead,” and sure enough, there it was. Dad was surprised that I knew about it and wanted an explanation. It was one of several places I stopped at when I drove my Super Beetle out to college in Idaho.

The next Carini Cadillac I remember was a maroon 1965 Eldorado convertible that my father restored to show. When it came to car shows, he was a trophy hound, and he expected to win every time. The Eldo was great for that: In its first showing, it won a first prize, as well as an AACA Junior award at Hershey. The following year, he netted only a lowly second-place award. He was sitting at the banquet table with his small trophy when he spotted a guy walking by with a big trophy, which he won with a Whizzer—essentially a bicycle fitted with a small motor. Dad didn’t even know what a Whizzer was, but he had to have one. By the following year, he had found a Whizzer, restored it, and bagged a first.

In 1972, my sisters, Kathy and Lynn, wanted to take a cross-country trip to visit Kathy’s boyfriend in Arizona. Dad let them have a restored 1964 Coupe DeVille. “I was young, the Cadillac was pristine, and I didn’t want to be caught dead in a car that looked like a boat,” Lynn remembers. With luggage and ice chest in the back, they headed west, eating mostly fast food or sandwiches and staying in budget motels. Lynn ended up in California, met a guy, and settled there, while Kathy and her boyfriend returned to Connecticut in the Caddy.

One day, more recently, I got a call about an all-original 1961 Coupe DeVille with 41,000 miles. The Chasing Classic Cars crew and I went to Buffalo to see the car, which the owner had found on Bargain News. Sold new in New Britain, Connecticut, and gorgeous in Shell Pearl Blue Metallic, with color-matching hubcaps and an Olympic White top, the car was in unbelievable condition. It didn’t even have the usual hole worn in the driver’s side carpet(caused by high heels). The first owner’s nephew explained that his aunt always drove the car in low-heeled shoes or with Peds over her bare feet. Yes, I bought it.

A friend now owns that low-mileage 1961, but I get to see it and drive it on occasion. My current Cadillac is a black-on-black CTS-V wagon with a six-speed. I’d long wanted one, only to return to the shop one day to see a low-mileage example sitting there. A customer had dropped it off for us to sell. I called him the same day and told him it was sold! I couldn’t say no to a wagon with 556 horsepower, a manual transmission, and room for five.

Over the years, I’ve crossed paths with many other Cadillacs, including a stunning gold 1966 Fleetwood Eldorado my father had for a while. There have been other Cadillacs in the Carini stable, and there will probably be a few more in my future and my grandson’s future. Blame my father and the marque of excellence.

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Wayne Kady might be the most well-known unknown designer in the history of General Motors. Well known, because his designs are some of the most recognizable from the 1960s to the 1990s; unknown, because the unassuming Kady was often eclipsed by flashier designers more adept at self-promotion.

Kady’s tenure at GM began in 1961, when the General was at the zenith of its influence—so all-powerful that the government considered taking action to break up the automaker’s near 50 percent grip on the American market. GM Design was the undisputed leader of automotive styling, and Kady was in the thick of it, working for legends like Bill Mitchell. He soon landed at the studio where he made the most impact—Cadillac, where he penned the 1971 Eldorado and helped steer the brand through the vehicle downsizing of the late ’70s. By the time he retired in 1999 as chief designer, Buick 2 Studio, his portfolio contained some of the most recognizable cars to come out of Detroit.

Over the course of many interviews, Kady told us his story, which is also the story of how one person can make a huge impact on an industry and a culture.

California beginnings

I grew up in Reedley, California, a small farming town located in the heart of the San Joaquin Valley. My dad immigrated here from Lebanon and saved up enough to buy a small farm. My first experience driving was on our tractor. Dad had a ’29 Chevrolet truck that was no longer used and was going to be scrapped, so Dad let my brothers and me take it apart. I learned about how an engine works and how to turn a wrench, as well as how to skin my knuckles. By the eighth grade, I could draw all the GM cars from memory. In my junior year of high school, I bought a 1940 Willys for $12 and started to build a sports custom. My inspiration was the Jaguar XK 120. I never finished it, but I learned how to weld and graft sheetmetal—and how to use a lot of Bondo. What inspired me to become a car designer was I learned that you could earn a living doing it. In January 1951, Life magazine published photos of the Le Sabre show car. It was an inspiring thing to see, that “Wow, all of a sudden, it’s the future!”

ArtCenter

In high school, my art instructor saw me drawing cars when I should have been drawing other things. He told me about ArtCenter College of Design [located in Los Angeles, California, before it moved to its present location in Pasadena] and suggested I apply. I did, and they rejected me. They said I was too immature. After two years at Reedley Junior College and a second attempt for admission, they let me in on probation.

Hired by General Motors

Clare MacKichan, the chief designer of the ’55 through ’57 Chevrolets, came to ArtCenter and interviewed me and several other students, shortly before I graduated with honors. He looked at my portfolio and offered me a job. I moved to Detroit on February 13, 1961. The farthest east I’d ever been was Phoenix, Arizona. That was the first time I’d ever flown. I had a window seat and I was looking out as we were circling Willow Run Airport. I couldn’t see anything moving, and everything was white. I sat there wondering what I was doing. I got off the plane and had to walk across the tarmac because Willow Run didn’t have jetways back then. I didn’t have an overcoat, just a suit coat. When they opened the door, it felt like nails going through you, it was so cold. My first night in Michigan was spent sleeping on the floor of Syd Mead’s apartment in Royal Oak. Syd was a fellow ArtCenter graduate and legendary designer who went on to create designs for the Blade Runner and Tron films.

It sounds like a cliché, but my first day at GM, I couldn’t believe that I was hired to work at this place. It was an environment where you couldn’t wait to get to work, because if that’s your passion, that’s the ideal place to be. The environment was such that you wanted to be as creative as you could be, the ideas had to flow out, and you had to be competitive with whomever else was working there, too. Working at GM back then was fantastic. It was a very creative environment to be in.

Bill Mitchell

I first met Bill Mitchell when I was newly hired and assigned to Design Development, the studio where all newly hired designers started. There they could be evaluated, then assigned to a studio where they could be most effective. I remember whenever Mitchell would visit the studio, he was always dressed in expensive, tailored suits and had someone with him taking notes. Later, after I was assigned to Cadillac, Mitchell would visit the studios to check on the progress of the clay models. If he wasn’t happy with the direction the design was headed and you tried to defend it, his face turned red, and you knew a chewing out would follow. Usually he would come back after a couple of hours knowing everyone was tense and uptight, and then he would tell a joke or make an off-color comment and then walk out, and that would lighten the air. Some designers had a hard time with him, but I thought he was very effective. He might have been a little crude in some areas, but he was successful as far as picking the designs for production.

Designing at Cadillac

In 1962, while assigned to Bernie Smith’s Preliminary Design studio, our project was to create an alternate design for the 1965 all-new Cadillac versus the direction the Cadillac studio was pursuing. Smith’s theme was chosen, and I was transferred to the production studio to help design the ’65 DeVille and Fleetwood. We were also working on a theme that eventually led to the design of the ’67 Eldorado. In August 1968, I was promoted to chief designer of a newly formed advanced Cadillac studio to design an all-new Eldorado for 1971.

1971 Eldorado

The ’67 Eldorado, [Oldsmobile] Toronado, and [Buick] Riviera were designs initially developed with unique sheetmetal for each brand. Cowl, windshield, and side-glass planes were the only major parts shared. Eldorado shared front-wheel drive with Toronado, while Riviera continued with rear-wheel drive to enjoy a price advantage as well as differentiation. When I was working on the Eldorado for 1971, we started out with a smaller, more tailored body. As the design progressed and volume cost estimates and other data evolved, we ended up having to share the B-body platform used by all five car divisions and even sharing the roof panels between Toronado and Eldorado.

The ’67 was a big act to follow, because the car was, as far as designers are concerned, probably the best-looking Cadillac for a long time. The 1967 through ’70 Eldorado had a two-piece hood. When they’re stamped in two pieces, they’re assembled to the center and then the ends have to be welded and metal finished. Metal finishing cost a dollar an inch back then, and the ’71 hood required 9 inches of welding and metal finishing, so it cost $9 per car. In those days, if you took 50 cents out of a car, that was big money. Wally Sitarsky was the die engineer at Cadillac; I had great respect for him.

After careful study, he found a way to make the hood of the 1971 Eldorado in one piece. [This technique saved Cadillac almost $250,000 in 1971, roughly $1.8 million in today’s dollars.] Another important cost savings for Cadillac was sharing the front-center bumper and guards with the DeVille and the Fleetwood series.

1976 Seville, Part 1

After completing the design on the ’71 Eldorado, we had a fiberglass model built of a four-door DeVille concept with horizontal taillights before starting work on a small Cadillac to compete against the Mercedes 280SEL. We had completed a set of renderings of three possible approaches: importing the Opel Diplomat [Opel was GM’s German division], importing an Opel with minor changes to the front and rear, or creating an all-new car. These were taken by the sales team and the general manager to dealer councils across the country, where they were evaluated and voted on as to whether we would even have a smaller Cadillac. Cadillac was having competition on the West Coast in particular with the Mercedes. As that project started to roll, I got transferred to Buick. Mitchell called me into his office, and he didn’t really say much. He just said, “Hey, kid. I’m transferring you to Buick. They got a problem in there. Get out and fix it.” He used to call me kid. I was pretty young then.

Buick

One of the reasons that I was sent to Buick was because Mitchell was pressured to change the boattail Riviera. The Buick general manager disliked it and thought it was too controversial. Mitchell wanted me to graft the design that came off the four-door Cadillac with horizontal taillights onto the back of the boattail Riviera. The doors had to be kept, while the roof panel was shared with the Toronado and Eldorado. We also had to incorporate the new 5-mph bumper standards. We didn’t have enough money to change a lot on that car except maybe the quarter-panels and the decklid and add high-level brake lamps. I managed to make it look more conventional, which satisfied Buick. It didn’t enhance the look and did not add sales. I always thought the boattail was better-looking. Mitchell’s the guy who pushed the design of the boattail Riviera, but Jerry Hirshberg was the chief designer. After [facelifting] the LeSabre, the Electra 225, and a major facelift to the ’76 Buick Regal series, I was transferred back to Cadillac as exterior chief designer.

1976 Seville, Part 2

Back at Cadillac, I reinherited the Seville that was marketed as a ’76 model; its design was already finished when I returned. The design was done by Stan Parker, my first boss at Cadillac. It was a big hit for the division, and it answered the competitive question to the Mercedes. It introduced Cadillac into that small-car segment, at a big price. I think it was priced higher than anything except for the limousine. [1976 Cadillac Seville MSRP was $12,749.] From my perspective, it was the proportions that made the design so successful. One of my colleagues once mentioned proportions as being to design as location is to real estate. I think anytime you start a design for a car or a house or a product, proportions are one of the first things that you want to address. When I’m talking about proportions, it’s the dash to axle, the location of the front wheel in relation to the windshield, the amount of overhang in front of that wheel, and then the location of the rear axle to the roof profile. Then the placement of the wheels to the width of the car. These are all the things that you see while you’re looking at a car, whether it’s moving or static. The Seville’s A-pillar looks swept back, but that’s more dramatic because the roof profile was so upright and formal.

Earlier in my Cadillac career, somebody had taken a survey of our owners’ garages, and a lot of them had garages that were attached to older houses. The houses might have been big, but the garages weren’t, because nobody anticipated cars growing to that length. We got to a certain length, and we were told, “Don’t go any further because we’re going to lose customers.”

Downsizing at Cadillac

The first major downsizing project was the ’77 DeVille and Fleetwood. I’d started a little of that [downsizing] at Buick before I left. I think the assignment was to get a thousand pounds out of the car, so we had to reduce the size. Part of the assignment was to make the car look more fuel-efficient. We had these large cars that looked irresponsible and were getting maybe 12 mpg, then we’ve got Asian cars that are getting 25 [mpg] or more. That’s what people were concerned about back then. Even if the car got good fuel economy, it was the image that was part of the reason for downsizing. There were people at Cadillac who were talking about the bulk of the car and the appearance that we were wasting the nation’s resources and that we were greedy.

1980 Cadillac “Bustleback” Seville

After we finished the design of the ’67 Eldorado, we were given time to sketch whatever we wanted, and we were putting together advance concepts. I always had an interest in something that was unique and a little different for the rear of the car. Harley Earl used to say, “The most important part of a car design is the front end.” But I thought maybe the rear end was just as important.

Tailfins had run their course, and it occurred to me that people spent a lot of time looking at the back of a car. I thought, “There’s an opportunity to make a car distinctive and different.” I had been sketching that idea since probably the early to mid-’60s. We were looking at this design for the ’79 Eldorado, and we’d shown the clay model to Ed Kennard, who was the general manager of Cadillac. He rejected it and Bill Mitchell asked if he’d consider it for Seville. Kennard said he would look at it, and I think he was placating Bill for having rejected it outright as an Eldorado. We added another door cutline and that’s how it became a Seville. I was invited to the dealer announcement in Long Beach. When they announced that car, they had it on the stage and when they pulled the curtains back, the car started to revolve on a turntable and was partially concealed with fog. Then the lights gradually came on, like the sun coming up. As the fog cleared, you could see the car. It got a standing ovation. I’ve been to a lot of these dealer announcements, and this was by far the most applause for a new car that I’d ever seen. But then they priced it, I think, almost $4000 more than the previous year. They added a lot of standard features, like a diesel engine. Those engines were extremely problematic and added to the car’s price. I remember going into a dealer showroom and people would walk up to that car, they’d look at the sticker price, and then they’d look at an Eldorado or DeVille and many of them would go for the less expensive option. Then they had the V-8-6-4 [GM’s first attempt at cylinder deactivation] and the technology wasn’t ready. The electronics weren’t worked out, and the dealers didn’t know how to fix it—the factory didn’t have a fix. It was a time when fuel economy was a huge problem, and the corporation was doing all it could to squeeze out as many miles per gallon as possible. I’d give credit to Cadillac engineering for advanced thinking and having the fortitude to produce it. It’s just too bad that the technology wasn’t proven. They were ahead of their time. Today cylinder deactivation is standard on a number of cars.

I remember being at a dealer council meeting and the dealers were very upset with the general manager and the chief engineer. I think I was included in the meeting because the Seville was controversial with that bustleback and I would share some of the criticism. Oh, they were very upset. One of them was Don Massey [known as “the Cadillac King,” at his peak, Massey was one of the largest Cadillac retailers in the country, accounting for approximately 6 percent of the brand’s sales], but he was fairly cool. The one who was the most vocal and angry was John DeLorean’s brother, Charles, who owned a Cadillac dealership outside of Cleveland. Another dealer belonged to the same country club as some of his customers, where he would regularly overhear one of them asking another member how they liked their new Cadillac. The other member responded, saying, “I hate it. It’s been at the dealership, and he can’t find a fix for the engine.” And DeLorean says to us, “I’m losing my customers, I’m going to lose my franchise, and it’s because of you SOBs.” They were literally calling the general manager and the chief engineer SOBs right to their faces. It was pretty nasty. Massey was the last to speak. He looked at Kennard, and he said, “Well, boss, looks like we got work to do.”

The Cadillac Allanté

The 1989 model year was my last year at Cadillac. One of my final projects was an alternate design to the Allanté. I was not happy when I found out that Bob Burger, Cadillac’s new general manager, was going to [Italian design house] Pininfarina to build a two-passenger car. I asked Burger, “How is it that we can do your bread-and-butter products, but then when it comes to a fun and historic project, you give it to somebody who hasn’t done anything for you?” He answered, “Well, this is business. We want that designer label.” I said, “What do you mean, ‘designer label?’” He said, “We want a designer label on the car, like the red tags on the back of Levi’s.” I asked him, “What do you think we are?” He replied, “Nobody knows who you are.” And he was right. Nobody knew who we were. Bill Mitchell received credit for everything, but the designers, they were unknown to the public. We put together an alternate version of the Allanté anyway. It wasn’t any better than what I think Pininfarina came up with, but we had to do something to keep the team together. The morale was shot when they found out about it. I think if Mitchell had still been there, he probably would have fought Burger on that one.

Back at Buick

I was transferred to Buick after the ’89 model year. I shared responsibility for Buick exterior design with Bill Porter [another design legend at GM, who was responsible for the 1968 Pontiac LeMans/GTO, the 1970 Pontiac Firebird, and the 1982 Chevrolet Camaro/Pontiac Firebird, among others]. Bill was leading the design for the LeSabre, the Park Avenue, and the Riviera. I was responsible for the Century, the Regal, the Skylark, and the Roadmaster, which was based on the same platform as the Chevy Impala; the estate wagon version of it was done by my assistant, Dennis Wright. He brought back woodgrain trim on the sides of the car, and some of the designers disagreed. Dennis told me at one time, he thought that the Roadmaster estate wagon outsold the Impala version. We were there to design cars to sell for profit. That’s what we were paid to do.

I retired on April 1, 1999, after a little over 38 years at General Motors. Coming from a farm, as a farm kid, I never would’ve dreamt that I would have been working at General Motors from day one. And to work on Cadillac, on GM’s top brand, and be the chief designer longer than anybody else in the history of Cadillac. I made a good living, met a lot of great people, and worked with some of the most talented people in the world for automobile design. You know, what’s there not to like?

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If we were simply to note the changes made by Cadillac to its highest-performing V-8 sedan for the 2025 model year, you might be underwhelmed. But if you know anything about the CT5-V Blackwing, you know that it is intoxicatingly fun: a four-door, row-your-own-gears sedan built in Detroit with a supercharged V-8 making 668 hp. The most important takeaway is that Cadillac knows exactly how good this car is and isn’t about to change what ain’t broken, like the powertrain, the standard manual transmission, and the driving dynamics.

So, the changes. At the 2074 Arizona auctions, discerning car collectors will be choosing a 2025 over a 2022–24 CT5-V Blackwing for one of four reasons.

Reason One: They really like one of these paint colors, both of which are new for 2025: Drift Metallic, a cloudy-sky-blue, which Cadillac designed to recall tire smoke (love that), or this sparkly teal, called Typhoon. Pete Nellis, product manager for the CT4 and the CT5, suggests that Typhoon would look good paired with the bronze brake calipers, a combination that we entirely endorse.

A third color re-appears for 2025, but one could argue it isn’t new: Deep Space Metallic, a dark-bluish gray practically drunk on sparkly bits, is a throwback to 2011. Personally, we think it’s better suited for an Escalade than a sedan, but if you like it—shine on, you crazy diamond. Let us drive your car sometime?

Reason Two: Because they like the reworked front fascia (your author does), with its heavier horizontal elements and unbroken, blade-like DRLs. Cadillac would also like us to mention the little etching business on the face of the blades, which it calls a Mondrian pattern, after the geometry-loving Dutch painter.

Reason Three: They like touchscreens, and the 10-inch one from the pre-facelift cars ain’t cuttin’ it.

Reason Four: They are nerds for performance data. For 2025, you can now access data on your last lap or session through the center touchscreen, no need for a laptop. (You can still download data to your laptop, if you want.) Want to find out which corner of the track you could gain time in, and how? The new Performance Data Recorder module will analyze the arsenal of data it gathered from your session and give you some pointers for the next time out. Cadillac says that 10 percent of CT-5 V Blackwing customers track their cars, and most do it with a coach riding in the passenger seat, so the engineers designed new readouts to deepen the conversation.

A side note: If you are confident in a solo track session, and rely on a digital coaching system like the Garmin Catalyst, Cadillac hasn’t given you good reason to ditch it: This new Speed Tips function, with its suggestions of how to improve lap times, is a “post-analysis tool”; though all sorts of real-time performance data is available on the screen and even in the head-up display—like boost, g-force, and tire temperature—Speed Tips does not audible or visual feedback while you’re on track.

As Alex MacDonald, chief engineer for the CT5-V Blackwing, told us, he and his team were heavily involved in the redesign of the fascia, negotiating with the designers to ensure that cooling and downforce were not compromised. As a result, the front spoiler has been massaged. The vents above it have been widened, and they now flow air so efficiently to the seven radiators that the teams had to block off the (previously open) areas below the headlights to maintain the proper balance of air through and around the fascia.

We’ve known since the beginning that the CT5-V Blackwing, along with its little brother, the CT4-V Blackwing, will be the last hurrah for internal-combustion performance at Cadillac. We’re happy to report that, in fifty years, the 2025-and-on cars will likely be just as coveted as the three previous model years.

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Now that this past weekend’s Roar Before the 24 is in the books, the three-day practice session for cars and drivers entering next weekend’s Rolex 24 Hours at Daytona has given the IMSA WeatherTech SportsCar Championship staff a better idea of who’s fast—and who isn’t.

That’s important in case the IMSA technical crew makes changes to the Balance of Performance before the race. The Balance of Performance, or BoP, is IMSA’s way of assuring that the variety of cars in each class are approximately running the same speed. Mandated changes in the BoP, which could be applied to engine power, rpm limits, aerodynamics, weight, the amount of fuel the cars can carry, or other adjustments, are designed to maintain parity and create a level playing field.

IMSA has now added Rolex 24 qualifying to the Roar. Prior to that, when it was just practice, many teams declined to show their full hand during the test, for fear that going as fast as they possibly can might result in getting BoP performance limitations for the race itself. Adding qualifying to the Roar likely limits that; granted, where you start may not be that critical for a 24-hour race, but it’s a feather in the cap of the teams and the manufacturers that qualify up front.

So who did? In the top class, GTP, it’s an all-Cadillac front row. Driver Pipo Derani, in the Whelen Cadillac V-LMDh, turned a lap of 1 minute, 32.656 seconds (138.318 mph) on the 3.56-mile Daytona International Speedway road course, laying waste to the existing track record set in 2019 by a Mazda DPi. Second was Sebastien Bourdais in another Cadillac, this one from Chip Ganassi Racing, who was just 0.071 seconds behind Derani. In third was a Penske Porsche 963 driven by Felipe Nasr, with a lap of 1:32.816. Acura, looking for its fourth straight overall victory, qualified fifth and sixth.

“Obviously, the Cadillac was flying out there today,” Derani said after earning his 10th career pole position in IMSA competition. “It was just a privilege and a pleasure to drive such a car—really well balanced. There was great teamwork to improve what was needed for qualifying. The car felt on rails, and it was nice to enjoy and feel the full potential of GTP.”

In LMP2, Ben Keating was again the fast qualifier in his new ride, the United Autosports USA Oreca, with a lap of 1:38.501. In GTD Pro, Seb Priaulx put his AO Porsche 911 GT3 on the class pole with a time of 1:44.382. And in GTD, Parker Thompson won the class pole in his Vasser Sullivan Lexus RC F GT3, with a lap of 1:44.494.

In other news:

—Cars and drivers from Friday’s four-hour Michelin Pilot Challenge race, called the BMW M Endurance Challenge, also participated in the Roar Before the 24. Twenty-seven cars from the GS class were on the entry list, plus 12 cars from the TCR class. Notable are the drivers of the Smooge Racing Toyota Supra: NASCAR’s Bubba Wallace, John Hunter Nemechek, and Corey Heim.

—LMP2-class cars are all powered by a V-8 from British manufacturer Gibson, and of the 11 entries, 10 use the Oreca chassis. The outlier is Sean Creech Motorsports, which is running a Ligier chassis. Said veteran driver Joao Barbosa, who has won the Rolex 24 outright: “It’s been super interesting, working with this car and this team to bring the Ligier back to life,” said Barbosa. “We knew it was going to be a big challenge and we took it head on, and it’s paying off. Looking at all the hard work the crew has put in behind the scenes, to catch up on all these years of non-development, it has been really rewarding to watch the car go. The week has been very successful, and the team is very motivated to continue that progress.”

—The GTD Pro battle between Chevrolet and Ford looks to favor the Corvette GT3 over the Mustang GT3, judging from qualifying. A red flag allowed for just eight minutes of green-flag running, though, so that may not be definitive. The fastest Corvette, from Pratt Miller Motorsports, was driven by Antonio Garcia, qualifying third in GTD Pro. The fastest Mustang was driven by Dirk Mueller and qualified ninth. 

—The Iron Lynx Lamborghini Huracan GT3 caught fire while traveling down pit lane on Saturday, with driver Romain Grosjean quickly exiting the car. It had to be a scary moment of déjà vu for Grosjean, who was injured in a fiery crash while driving in Formula 1 in 2020, but he emerged unscathed at Daytona. The team replaced the engine and continued practicing in the Roar.

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Another Cadillac? You betcha! What can I say, I love the classic luxury sleds from the ’70s, especially Cadillacs and Lincolns. And who doesn’t love a convertible? Current Cadillacs have been leaning heavily on the electric slide, if you get my drift. But there’s still something to be said for the … sheer presence of Cadillacs of the 1970s. Like this one.

You see, back in the ’70s, when things were more civilized, people appreciated appearance. Consequently, most—if not all—vehicles were pretty nice looking. Even in the Year of our Lord 1973, when the dreaded 5-mph federal front bumper edict went into effect.

Some wore it better than others. Ford seemed particularly proud of making its bumpers as massive as possible, while over at Chrysler Corporation, many of the new ’73s made do with giant rubber-tipped bumperettes on the previous year’s bumpers.

While GM split the difference (more or less), you could tell a little more effort was made to keep the top-tier Cadillac aesthetically pleasing—as befitting a proper luxury car, back when that was important and people bought cars instead of trucks and SUVs.

The 1973 Eldorado was in its third model year since it was totally redesigned in 1971. While the 1971 and ’72 versions were fairly similar—except for the grille texture, taillights, and certain color and upholstery changes—the ’73 sported a modest facelift. Most noticeable, of course, was the new front end, naturally incorporating the new 5 mph bumper but also sporting a new, bold, eggcrate grille and new turn/side marker/cornering lights.

The back was similarly updated. On the flanks, the simulated side cooling grilles on the rear quarters, so prominent in 1971–72, were stricken, resulting in a smoother side profile. There was a new bumper and taillights out back as well, and the license plate was moved farther upward into the trunk lid.

The Eldorado had been Cadillac’s sole convertible since 1971, when it replaced the DeVille convertible, which went out of production in 1970. The 1973 edition had a base price of $7681 ($52,712 today) and weighed in at 4966 pounds. A total of 9315 were built. In 1973 this Cadillac was the sole remaining American luxury convertible available, with the Lincoln Continental convertible last sold in 1967 and the Imperial in ’68.

Even the brochures were elegant. The 1973 catalog featured a white cover with an inset gold-outlined Cadillac crest on a field of red, with “The special world of Cadillac 1973” embossed below. Nine models were available, from the Fleetwood Seventy Five limousine and nine-passenger sedan to the lowest-priced Calais coupe. And that’s not including the special editions like the d’Elegance or Custom Cabriolet, available on the Fleetwood Brougham and Eldorado Coupe, respectively.

And they were all CARS, thank you very much. There were no Cadillac trucks, SUVs, or—saints preserve us—crossovers in 1973. Fortunately. As the brochure extolled: “Even for those who have long since accepted Cadillac leadership and quality as a matter of course, these new motor cars stand out. If anything, they make the special world of Cadillac even more special.”

And Cadillac had plenty to be happy about in 1973, as production set yet another record: 304,839 cars. Not bad, especially for a luxury brand, where the least-expensive model, the Calais two-door hardtop, sold for $5886 ($40,394). To put that in perspective, a new ’73 Chevrolet Caprice coupe—an extremely plush car in its own right—sold for $4082 ($28,013).

Well, it was a Cadillac after all. And a Cadillac convertible was still a great way to fly in 1973, so to speak. Even though the German marques, particularly Mercedes-Benz, were making some inroads in the luxury car market in 1973. But, oh, that Cadillac.

Again referring to the brochure (of course I have a copy!), this time referring specifically to the Eldorado Convertible: “Excitement was never more elegant—elegance was never more exciting. You can see it in the new boldness of its lines and the richness of its interior. You can feel it in the response of its 8.2-liter engine and in the superb maneuverability afforded by front-wheel drive, variable-ratio power steering, and Automatic Level Control.

“It even converts uniquely. With an ingenious inward-folding Hideaway Top … From its jewel-like standup crest to its beautifully beveled new rear deck, this is a unique driving experience. The Eldorado Convertible by Cadillac.”

Don’t you want to rush to your Cadillac dealer right now, test drive one, and place an order? I sure do. But I’m afraid I’d be a little disappointed, as the last Cadillac convertible, the XLR, was available in 2009, and the last Eldorado in 2002.

I can imagine myself in 1973, at the age I am now, buying one of these and just loafing along on pleasure cruises, with the top down, to various supper clubs and car shows, enjoying myself immensely. With Carly Simon’s “You’re so Vain” playing on the 8-track stereo. Ahh … bliss.

Our featured car, seen at the excellent Cadillac & LaSalle Club show in June 2019, was resplendent in Dynasty Red—a real RED kind of red, if you get my drift. It was paired with a white leather interior with red dash and carpet—the perfect combination. It appeared to be an extremely well-preserved original car.

I was smitten with it and frequently hovered around it throughout the day, as proven by all of these pictures. I’d have loved to have gone for a ride in it! Cadillac Style, indeed.

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When you’re intrigued by the illogical, strange things can happen. And in the fall of 1980, in steamy Miami, they did.

With a work-related relocation to New York coming up, my company had agreed to pay all moving costs, including airfare. Too easy. Instead, some masochistic penchant compelled me to spend my own money on this abandoned hearse and drive that up there instead.

Spied in a weed-choked lot beside an old clapboard house, the S&S-bodied Cadillac looked like Johnny Cash’s “Man in Black” on wheels. I should have walked on by but couldn’t. Instead, I stopped, stared, and approached the car in a trance. I should have been the predator here. Instead, I was prey.

Inside the home, an elderly lawyer explained that he’d taken the car in payment for services rendered to a local removal service and would happily sell it to me for $350. Why fly 1100 miles in a comfy wide-body jet, chatting up flight attendants and sipping Miller High Life, when driving this haunting relic seemed doable?

The commercial-spec 9.00 x 15-inch tires, each sporting knife punctures in their sidewalls courtesy of neighborhood thugs, explained the hearse’s low stance. Thus, testing the car first required laboriously jacking it up and taking the wheelset to a shop for tubes—unsafe, of course, but cheaper than new treads.

Prior to the move, I made a 190-mile trip to Melbourne, Florida, to run the Space Coast Marathon (without training—more masochism) and slept in the rear space the night before the race. Didn’t go well. After cops booted me from a school parking lot, I found a church lot to continue my slumber, my windup clock ticking forebodingly beside my head, like in some Edgar Allen Poe tale. Later, two muscle cars squealed into the lot and inebriated partiers surrounded the hearse. They shrieked to find someone in a sleeping bag inside, and thankfully departed. (They departed; I was not departed…)

A week after the marathon, my roommate and I headed up Interstate 95. Equipped with a 429-cubic-inch V-8, the 3-ton hearse loved a street fight, and we didn’t lose a race until Richmond. A bigger loss, however, took place on the George Washington Bridge, at night, as we headed into Manhattan, when a rear wheel hub separated from the axle and ended our journey there and then.

We arrived at our high-rise apartment behind a tow truck where, indignantly perched on three wheels, the hearse quickly amassed $135 in parking tickets. With costs rising fast, we got the car to a shop to address the wheel, then sold it to a punk band at a loss. Which was actually a win.

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We all know Elvis loved cars, especially Cadillacs. He was still buying cars toward the end of his life, and this 1976 Cadillac Seville is one of the last vehicles he purchased. At the time the all-new, downsized Seville was downright revolutionary for the Cadillac brand, and clearly found an audience with The King himself. But the Seville’s asking price was an astronomical $12,479 with very few options available to jack up the price. The little four-door Cadillac was so exclusive that only the Series 75 Fleetwood was more expensive. So how could a dealership sell a Seville for nearly quadruple the price, much less to someone as famous as Elvis Presley?

Let’s first show that Elvis did indeed pay $44,349, because the Mecum auction has a copy of the check in their documentation. There has to be more to this story, because the Seville is clearly not stock, but none of the upgrades look terribly expensive.

Period upgrades of the era included aftermarket chrome trim, bigger grilles, and genuine wire wheels: There was little else that a car dealership would add to ensure the factory warranty remains intact, and that the repair costs they’ll eat (to insure the quality of their cars to customers) should be minimized. So let’s focus on what this Seville can tell us in its current state.

There’s a switch below the stereo that’s likely for the aftermarket Marchal fog lights mounted inside the front bumper. The Vogue tires are probably newer than the car, but we can expect the dealer upgraded the factory tires for bigger-than-OEM whitewalls. There is a big chrome grille and gold emblems aplenty, neither of which came cheap. But look at little closer at the documentation and you notice there’s a discrepancy between what you see and what was on the VIN.

Actually two things stand out when scanning that document. The first is this Seville was sold for $17,927 and not $44,349. That price is far more palatable, especially when considering the second outstanding item: this particular Caddy left the factory in a single shade of Crystal Blue Firemist. There was no two-tone option for the Cadillac Seville in 1976. Or 1977, but that year introduced a steel roof without a vinyl covering. We are building up to 1978, when the premium Seville got downright opulent elegant.

The first two-tone Cadillac Seville was the 1978 Elegante, and it only came in black/silver or brown/light brown. It seems like Elvis’ Cadillac was a precursor to what Detroit had in mind just a coupla years later. And this custom two-tone paint job explains why this example was $17,927 and not $12,479 like a run of the mill Seville.

Clearly the dealership had a body shop (presumably in house, for maximum profit) give the custom treatment to some of the Sevilles on their lot. Have a look at the photo on the left, and note the dark blue overspray where the light blue fender meets the cowl and hood hinge. Compare it to the 1978 Elegante on the right (a low mile original) and the top color was integrated into the engine bay well before assembly. Many factory two-tone jobs are like this, including Project Valentino.

Open the doors and look at the door jamb differences: the factory Elegante paint work suggests the whole car was painted in the top color (black) and the lower was added after the doors were installed. Project Valentino was painted at the factory with a cut off just like Elvis’ aftermarket Seville, sadly that’s not how Cadillac did things in 1978. This is a shame, but shows how the folks at the Cadillac dealership in Denver went above and beyond when two-toning this Seville.

But there’s still the matter of that Denver dealership and the $44,349 check they took from Elvis. That’s a lot of money for one car, especially when the documentation suggests it was “only” marked up $5448 over an unmodified Seville. It took a bit of digging, but apparently, Elvis went on a bit of a buying spree when he was in Denver.

Elvis wanted to thank members of the Denver Police for being his bodyguards when he was visiting. Elvis being Elvis, that meant buying cars, including a visit to a Lincoln dealer for a Continental Mark IV and a visit to Jack Kent Cadillac. Legend has it he bought three Cadillacs on that occasion, one for Denver Police Detective Petrifaso and two unnamed women in the party. This two-tone blue Seville might be the detective’s gift.

And that was only one day of car shopping for The King, as he reportedly bought more Caddies for Denver cops during this period. It’s been said that Elvis has owned over 200 cars himself, but that doesn’t include all of his touring, and the automotive gifts he bestowed upon people who took care of him while he was on the road. This Seville is just one of them, and while Mecum estimates it will sell for $30,000 – $40,000, the story behind it makes it priceless.

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This 1982 Eldorado isn’t exotic or rare. Cadillac sold 52,000 of them that year. It’s definitely not fast. The gentle float to 60 mph takes over 12 seconds. It isn’t particularly valuable, either—many enthusiasts could easily afford one. Yet there’s a lot to love in this 17-foot sofa of a car. An ambitious design when it debuted, the tenth-generation Eldorado came at a time when driving a Cadillac was a much bigger deal than it is today. In 2023, this ’82 is a curious combination of classic and modern, wrapped in a package that is glaringly of the period that produced it.

And my God, it’s comfortable. With the waterbed-like ride, seats so soft you want to melt into them, and a back seat roomy enough to nap on, this car is more relaxing than an entry-level classic car has any right to be. Spending time behind the wheel of this ’82 Biarritz coupe (which is currently up for auction on Hagerty Marketplace) was a clear reminder that nobody makes cars like this anymore. And the cost of entry for a unique driving experience can be temptingly low.

The “Eldorado” name first came about in 1952, born out of a competition held within the company to find a name for the upcoming concept car that would celebrate Cadillac’s 50th anniversary. Referring to El Dorado, the mythical lost city of gold sought by the conquistadors, the moniker stuck and made it into the 1953 lineup on Cadillac’s top-shelf, limited-production convertible. It then joined the normal production lineup for 1954, and from then on was always either at or near the top of the company’s model range. That meant huge, flashy, trend-setting cars packed to the gills with the latest in comfort and convenience features. The “Eldo” was always a car that made a statement, and that statement was: “I’ve made it!”

By the late 1970s, though, the Malaise era was near its peak. Domestic carmakers struggled to find their way while facing waves of new emissions and safety rules, an ongoing invasion of foreign competition, and consumer preferences that were shifting away from heft and toward fuel economy. Even the king of big, oversized cars—Cadillac—saw which way the winds were blowing. For the Eldorado, Cadillac’s golden boy, the big shrink came with its 1979 redesign.

Sharing the E-body platform with its corporate cousins the Buick Riviera and Olds Toronado, the ’79 Eldorado came in at 20 inches shorter overall, borderline diminutive compared to the elephantine ’78 model. A full foot got chopped out of its wheelbase and it tipped the scales at over 1000 pounds lighter. Still, this was no compact. The ’79 model retained the look of a properly large, two-door personal luxury car, with classic long hood/short deck proportions accentuated by the upwards kick at the beginning of its rear quarter panels. A huge, traditional Cadillac grille dominated the front, and behind it sat not some frugal four-cylinder but a voluminous V-8. Speaking of volume, despite the drastic decrease in overall size, the new Eldo offered more interior and trunk space than its predecessor. “Downsizing” may have a bad connotation, but this was downsizing done right.

Along with the Buick and Oldsmobile, the ’79 Eldorado was also the first American full-size car with fully independent suspension, in this case transverse torsion bars and tubular shocks up front, trailing arms, coil springs, and tubular shocks at the rear, and anti-roll bars at both ends. The four-wheel disc brakes weren’t exactly cutting edge, but in 1979 you couldn’t take them for granted, either.

Ever-evolving efforts to restore power while maintaining compliance meant that Malaise-era powertrains always incorporated a bit of trial and error, and the 10th-gen Eldorado went through a surprisingly wide range of engines over its seven-year production run. Standard for the inaugural ’79 car was a fuel-injected, 170-horsepower 350-cubic-inch V-8 along with the Oldsmobile 350-cubic-inch diesel. The engine lineup stayed the same for ’80, but the gas V-8 grew to 368 cubic inches. For 1981, Cadillac introduced the “V-8-6-4,” a cylinder-deactivating engine that tried to balance power and fuel economy, but ultimately didn’t deliver much of either. A Buick-built 4.1-liter V-6 also came in as an option and powered the first-ever six-cylinder Eldorado, but it didn’t prove a popular choice.

In 1982, the game of musical chairs with engines settled on the new standard: a 249-cubic inch (4.1-liter) V-8 called the HT4100 (“HT” stands for High Technology). The digitally-fuel-injected unit featured iron heads atop an aluminum block. Its 125-horse output (135 from 1983) was shrug-worthy even in 1982, but this adequate engine powered the bulk of Eldorados through 1985, and the final year saw improved block casting. All of the engines drove the front wheels, and drivers selected their gears through column-shift automatics; initially a Turbo Hydra-Matic three-speed from 1979 to ’81, and then a four-speed version from 1982 to ’85.

To justify its high price tag (1983 Eldos started at nearly 20 grand, or around $60K adjusted for inflation) Cadillac paid special attention to the Eldorado’s interior. Full digital instruments are commonplace today but were the stuff of science fiction when they became available on the ’81 Eldo. On the options list was the available “Cadillac Trip Computer” with LED displays for speed, time, radio controls, and remaining fuel in the tank. Electronic climate control was standard. Plush leather and knit cloth were available in a kaleidoscope of colors, and though no real trees were sacrificed at the altar of Eldorado, simulated walnut trim was a nice touch that today seems kitschy but felt premium in-period.

For an added spritz of luxury, Cadillac once again pulled out the Biarritz name. Taken from the seaside resort town in southwestern France, Biarritz originally designated an Eldorado convertible until 1964. The name returned in 1976 as an extra-luxury trim package. On the 1979–85 Eldorado, ticking the Biarritz box decked the roof out in brushed stainless steel—an obvious throwback to the hand-built Eldorado Brougham of 1957–58—while behind the stainless was a landau roof draped in vinyl with a thin vertical light set into each side. Biarritzes also got lounge-worthy, tufted pillow–style leather front and rear. For 1984–85, Cadillac also sold its first drop-top version of the Eldorado in eight years. Available only on the Biarritz and converted by the American Sunroof Company (ASC), this new open-air Eldo surely annoyed the heck out of people who bought the equivalent Eldorado in 1976, believing it to be the “last American convertible” and often paying a hefty premium for that temporary privilege.

For its part, the ’85 Eldorado was also the end of an era, as the 1986 debut of the 11th-gen car shrank even further, lost its convertible option, and wore a drastically different and more compact body. It simply no longer had the look of a big Caddy; if the ’79 car was downsizing done right, the ’86 car was downsizing gone wrong. Perhaps buyers saw it coming, because 1984 and ’85 were the best-selling model years for the 10th-gen, with 154,207 (the vast majority of them coupes) moving over that timespan. Cadillac’s position at the top of the big luxury car market would never be the same.

And now to actually drive this 28,000-mile Biarritz.

Aside from the faux wood, the all-red interior (seriously, almost everything in here is red except for the gauges and switches) feels expensive, and it’s here that the Eldorado’s mix of vintage and modern starts to become clear.

First there are the names, straight out of the 1950s. If an Eldorado Biarritz came out today, they’d probably call it the EB41i or something similarly lacking in imagination. The stainless roof is deliberately ’50s, too, of course, while the tufted seats and pretend wood are pure ’70s. Just the act of sitting in a two-door personal luxury coupe also reminds you that this market segment, once hip and hot, is now all but extinct.

Climbing in the back seat, just for fun, reveals how shockingly roomy it is, and the ashtrays back there are yet another reminder that people used to smoke a lot, and they did it everywhere, even in the back seat of a Caddy.

The long, hinged door handles and the thin, two-spoke, airbag-less steering wheel are other conspicuously vintage features, but the orange glow from some of the digital readouts, like a live fuel-economy reading, is a stark contrast to the other parts that feel so classic.

The feel of setting off in this Biarritz is another meeting of old and new. That HT4100 V-8 is certainly lazy, lacking any urgency whatsoever. But it wafts you forward with enough force for the car to get out of its own way and keep up (just) with modern traffic. It stops surprisingly well for such an otherwise soft car, so commuting in this thing could be a real possibility. I have no idea if the fuel economy readings are accurate, but most of the time it reads 22 mpg. Not bad.

With no transmission tunnel running through the interior, there is plenty of room to stretch out your legs and get comfortable, which really is the point of this car. The ride is creamy-smooth. When you go over a bump, you hear it more than you feel it. Turning produces plenty of body roll, unsurprisingly, but nothing feels numb or disconnected, just softened and smoothed out for maximum comfort. You just casually point that famous wreathed hood ornament in the direction you want to go, and let whatever happens happen. Going out for a drive can be a great way to unwind, but this is calming on another level.

A commercial for this car gushed that the Eldorado has a “special way of moving you, like no other car.” Cheap ad copy at the time, sure, but in the context of 2023, it’s actually quite true. There just aren’t two-door coupes with room for your friends that are so unashamedly soft and comfortable anymore.

For a car that shouted “I have money!” and one that the ads touted was what “dreams are made of” four decades ago, a 10th-gen Eldorado doesn’t say much today—except, perhaps, “I have an appreciation for luxury from a very different era” or “I’m building a slab.” That said, prices for the best examples have risen sharply and even doubled over the last seven or so years. In percentage terms, the rise is striking, but no version of this car is expensive.

The much rarer Biarritz convertibles naturally command a wind-in-your-hair premium, and the condition #1 (Concours or best-in-the-world) price of an ’85 convertible is $50,400, but the #2 (Excellent) value is a much lower $27,600, while #3 (Good) condition drivers can be had in the teens or less. As for coupes, they’re solidly in entry-level territory, or at least what passes as entry-level in 2023. The #2 value for an ’85 coupe is $22,600, and there are plenty of moderate-mileage, moderate-wear drivers out there for four figures. Although the median value for Hagerty insurance quotes on 1979–85 Eldorados is up 29 percent since 2018, it’s still only $12,800. It’s Cadillac-level car for Kia-level coin.

The Eldo’s original buyers were more country club than night club, and the car still appeals to a more mature crowd. Baby boomers make up less than a third of the collector-car market, but they make up nearly half of all Eldorado owners. Gen-Xers remember these cars when they came out, but in general show surprisingly little interest in them. Aside from the stereotypical older Caddy buyer, these cars also have big appeal for rappers in the South as well as for enthusiasts with eccentric taste whose primary interests are style and design history, color schemes, and comfort rather than performance.

Eldorado ownership is generally affordable and straightforward. Most of the mechanical and electrical stuff is available at the big auto-parts chains, and while the various engines used in the Eldo each have their quirks, they’re all known by now and fixable. Trim pieces can be a bit of a challenge to find. Bumper fillers are prone to cracking and discoloration but reproductions are available. For other exterior and interior trim, things get more difficult, so a parts car may be the best bet.

The 1979–85 Eldorado’s moment came at a time of rapid change in the industry. GM threw a ton of money at research and development for this chassis, and the outcome was a car awash in digital technology when such things were truly exotic and clothed in a new and efficient design language. However, it was also a car that retained ties to Cadillacs of eras gone by. Through the first half of the 1980s, this was the ultimate GM two-door car not named Corvette and, like its more sporting colleague, it’s available today for entry-level dollars.

In an era where we’re all in a rush, when cars are faster than ever, and everything seems overpriced, the Eldo is totally different. It’s kind of a silly car, but its complete lack of sporting pretensions, take-it-easy attitude, mild cost of ownership, and opulence per dollar is seriously charming.

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As expected, Cadillac is growing its lineup of electric SUVs from one to two, downsizing as it adds.

Meet the Optiq. Smaller than the Lyriq, which we drove back in June of 2022, its battery and motors will likely share basic ingredients with other electric vehicles in the General Motors catalog. All signs point to it riding on a variant of GM’s BEV3 platform, making it closely related to the Lyriq, Chevy Blazer EV, and Chevy Equinox EV.

We can guesstimate the powertrain specs of the Optiq based on the Blazer, but we’re definitely guessing, because Cadillac was precious with details: Probably single- or dual-motor configurations, the former with the higher range (300 miles) and the lower output (210 hp), the second with inferior range (280) but superior power (290). Both versions will likely be able to charge at 150kW via DC fast-charging, though most people will top up each day at home or at work using a 240-volt Level 2 charger.

This tinier electric Caddy is also saddled with the same silly “-iq” suffix as all other battery-powered Cadillacs, including the genuinely majestic, built-to-order Celestiq, which we first poked around in October but have not yet driven. (Just replace -q with -ck, and you’ll pronounce the names correctly.)

What else do we know about the Optiq? Cadillac says it’ll be a global model possessed of “spirited driving dynamics,” which in practice probably just means a lot more torque than the gas-engine XT5 it effectively replaces. Beyond that, Cadillac says, sit tight—more will be revealed in 2024.

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The Petersen Automotive Museum is one of the highlights of Los Angeles, and like the city itself, the museum’s displays are always changing. The Splendor and Speed: Treasures of the Petersen Collection exhibit that opened this summer is just one example. Of course, change is always a good thing at the Petersen, because each time a one-of-a-kind automobile heads off to star in some other museum, another phenomenal vehicle takes its place.

When we first wrote about the exhibit shortly after it opened earlier this year, Splendor and Speed featured a one-off Rolls-Royce and a sleek coachbuilt Ghia-bodied Plymouth. Visit the exhibit this fall, and you’ll be familiar with a couple of the vehicles, but you’ll notice that the Rolls-Royce has been replaced by a different Rolls-Royce town car, formerly owned by Fred Astaire. In addition, the Plymouth Ghia now has a Cadillac companion that’s even more elegant and luxurious.

Here are our highlights from the ever-changing exhibit. If you are in the Los Angeles area, we highly recommend a visit. Tickets can be purchased in advance, and we always also recommend opting for the additional Vault entry if you’ve got enough time to spare.

The 1953 Cadillac Type 62 by Ghia has an amazing presence and looks like the perfect grand touring coupe for a luxurious drive along the coast. Leslie Kendall, the curator of the Petersen Museum, explains many of the car’s gorgeous details in the video above. Its neighbor, the Plymouth Explorer, was also built by Ghia, but using much more affordable underpinnings. It still looks exotic and sporty.

One of the most recognizable and influential hot rods ever built, the McGee Roadster was gifted to the Petersen Museum by collector Bruce Meyer earlier this year. The angled spread bar, hidden door hinges, and smooth hood are all commonplace on custom ’32s today, thanks in part to this very hi-boy.

Boyd Coddington built the Aluma Coupe in 1992 with lightweight aluminum construction and a sleek body. The radical design, penned by designer Larry Erickson, used a transverse-mounted, turbocharged Mitsubishi four-cylinder to create a rear-mid-engine powerhouse and helped redefine what a street rod could be.

We had to mention this stunning 1957 Bugatti Type 57C that was owned by Mohammad Reza Pahlavi, the Prince of Persia and future Shah of Iran. The phenomenal coachwork includes one detail that you’re not likely to see elsewhere: The windshield disappears into the cowl!

The gallery below includes more vehicles found in the exhibit, along with just a taste of some of the fantastic artwork from the 1930s to the 1970s that hinted at future vehicles. Of course, all of these cars and art are best seen in person.

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If you thought Formula 1’s explosion in popularity here in the U.S. was going to be short lived as the novelty of the Netflix series Drive to Survive wears off, guess again. General Motors just announced that it has formally registered with the FIA as a F1 power unit manufacturer. It becomes the second major U.S. automaker to throw itself into the world’s flashiest show on wheels, following Ford, who announced a partnership with Oracle Red Bull Racing and Scuderia AlphaTauri earlier this year.

Notably, GM’s announcement also marks yet another key step in the journey to see the Andretti name return to the F1 grid, with the help of Cadillac. Early last month, the FIA, F1’s governing body, approved an application for Andretti Formula Racing LLC to become the series’ 11th team.

“We are thrilled that our new Andretti Cadillac F1 entry will be powered by a GM power unit,” said GM President Mark Reuss. “With our deep engineering and racing expertise, we’re confident we’ll develop a successful power unit for the series, and position Andretti Cadillac as a true works team. We will run with the very best, at the highest levels, with passion and integrity that will help elevate the sport for race fans around the world.”

GM says that development and testing of prototype technology that will be used in the power units is already underway. The goal, according to the announcement, is to become an official supplier starting in the 2028 season, so we have a few years here. (Ford, by contrast, is set to enter the series starting with the 2026 season.)

For GM, the decision to enter the cutthroat world of F1 offers a few upsides: Watched by nearly half a billion people worldwide, F1 represents an incredible marketing opportunity, in this case to showcase the Cadillac brand. But from a practical side, GM feels that competing in F1—more specifically, building the ludicrously complex powertrains that propel these spaceships around tracks at speeds that beggar belief—will advance the automaker’s expertise in key engineering areas such as electrification, hybrid tech, sustainable fuels, high-efficiency internal combustion engines, and more.

Despite the business case from GM’s standpoint, things are not yet guaranteed for an Andretti/Cadillac tie-up to take the green flag later this decade. According to a report from ESPN, when the Andretti group first voiced interest in F1 earlier this year, it was initially believed that Alpine would supply engines to the team, who wanted to be on the grid by 2025. That became a sticking point with the other F1 teams, who believed that the Alpine power units wouldn’t be a strong candidate for great racing, and by extension, would not benefit the fans. GM’s decision to become the power unit supplier adds a significant boost to the legitimacy of the Andretti effort.

Another report from motorsport.com also revealed that the only way that GM comes to the grid currently is with the Andretti team. Should that fail to materialize, GM may be sent back to the drawing board, or be forced to shut down its efforts.

And there is a chance that this effort still fails to launch; while the FIA has granted approval for the Andretti team, the charter still has to pass muster with Formula One Management (FOM), who represents the interests of the teams already competing in the series. Those teams have been lukewarm to idea of an 11th team, because as it stands currently, the massive prize pool of money is paid out in 10 lump sums to each constructor, dependent on the finishing order of the constructor’s championship. An additional team could mean that the last-place constructor gets bupkis from FOM, which could become a real issue given the ridiculously high costs associated with every element of competing in F1. (The entry fee alone for F1 currently is $200 million.)

FOM has said that the only way that it will entertain the idea of an 11th team joining the fray is if they feel that it would prove beneficial to the series as a whole. Selfishly, we can’t help but think a legendary American name such as Andretti would do nothing but lift the overall appeal of F1, especially here in the States, which as of next weekend’s event in Las Vegas will now boast three races on the F1 calendar, the most of any country the series visits.

As is often the case in a series rife with drama both manufactured and real, it appears that a game of chicken is set to take place over the ensuing few years. That Andretti now has the might of the General behind its efforts should, we hope, tip the scales in its favor.

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If you were in the market for a luxury car, 1977 was a great year to be alive. So many choices! And all of them cars, not SUVs or pickups. And crossovers hadn’t been invented yet. Oh sure, there were trucks and four-wheelers, but Cadillac, Lincoln, Chrysler, and others were most certainly not offering them. If you walked into a Cadillac dealership and you asked a salesman for a Cadillac truck, they would smile politely, have you sit down on a nice, comfortable chair, get you a cup of coffee, then call for the guys with the butterfly nets. It was a different time.

But it was so great if you loved unapologetic luxury, vast color choices, upholstery selections, full and landau-style tops, opera windows, and opera lamps. And there was a lot more at your friendly local Cadillac dealer in 1977.

Cadillacs, being proudly and unapologetically huge for years, were suddenly 8–12 inches shorter and 950–1000 pounds lighter. While not small by any means—these weren’t Honda Civics, for Pete’s sake—they were definitely smaller than Cadillac owners were used to. Fleetwood Broughams lost their exclusive 133-inch wheelbase and now rode the same 121.5-inch wheelbase as de Villes.

The Seville and Fleetwood Eldorado continued largely as before, though the Eldo also received the new 425-cubic-inch V-8—and lost its long-standing convertible model.

The Fleetwoods and de Villes (the Calais series had also disappeared after 1976) were also over three inches narrower yet managed to lose almost no interior space. And the trimmer exterior dimensions made them easier to maneuver and park than the Nimitz-class 1971–76 Fleetwoods, de Villes, and Calais models.

The 1977 Fleetwood Brougham had an overall length of 221.2 inches. Four wheel disc brakes were now standard. Base price was $11,546 ($58,642 today) and 28,000 of them—including both the Fleetwood Brougham and tonier Brougham d’Elegance—were sold for the model year.

Dubbed “The Next Generation of the Luxury Car,” the 1977 Cadillac debuted on September 23, 1976. Incidentally, 1977 was also Cadillac’s 75th anniversary. There were 21 exterior colors offered, along with 16 vinyl roof selections. Yes, in the late ’70s you could actually get real colors! A wide variety of them. I miss that.

While some wags were unsure about these new downsized Cadillacs, sales proved otherwise. Cadillac set another production record this year, to the tune of 358,487 cars. Not bad. Fleetwood Broughams distinguished themselves from the Sedan de Ville, which now had essentially the same body, via a smaller “privacy” rear window, wide chrome rocker moldings, color-keyed turbine-vaned wheel covers (wire wheel covers were an optional extra), a plusher interior, and standard automatic level control.

I spotted our spectacular featured car on Palm Springs Craigslist earlier this year and was immediately smitten. I am old enough to remember these cars as late models, cruising along in near-showroom condition when I was a kid in the mid-to-late ’80s. Plus they didn’t seem so old to me at the time, as the same basic body continued, with some changes here and there, all the way to 1992 as the Cadillac Brougham and Brougham d’Elegance.

While I don’t recall seeing too many Fleetwoods, 1977–79 Sedan de Villes and Coupe de Villes were pretty common, even into the late ’90s here, ranging from mint to ragged condition.

As the seller related: “Available for sale is our one-family owned, super low mileage, ’77 Fleetwood Brougham. Stunning condition in an ultra rare color combination of Frost Orange Firemist, Antique Medium Saffron Leather, and Lt. Saffron Metallic vinyl top. Purchased new from Thomas Cadillac in Los Angeles and now has only 17,500 original miles.

“Still wearing its first issued California Blue plates! Absolutely zero rust and no accidents of any kind. Lots of money recently spent to bring it up to it’s current condition, including new A/C, correct 1.3-inch WW tires, rear bumper fillers, headliner, completely serviced including belts and vacuum hoses, full interior and exterior detail.

“Runs and drives beautifully at all speeds. Everything operates perfectly as it did when new, with exception of the digital clock. Optional features are: Pinstripes, cruise control, door edge guards, fuel monitor system, right-side remote control mirror, tilt/telescope steering wheel, twilight sentinel, 6-way power passenger seat, carpeted rubber floor mats.

“Included with the sale is a 1977 Factory Salesman’s Merchandising Guide and showroom brochures, two sets of original keys, and a car cover. Asking $22,500 OBO.” At the time I spied this ad on Craigslist Palm Springs, just before the July 4th holiday, I thought, well, 22.5K sounds pretty good since most modern cars don’t interest me, and the few that do are far above that amount.

And I LOVE the colors. I’ve been in love with Frost Orange Firemist ever since the early ’90s. Back then, my science teacher, Mr. Spilker, had a number of vintage National Geographics and stacks of Time magazines from the ’70s. He let me and a couple friends in my class take out the car ads from some of them, and one of them was an ad for the ’77 Eldorado—in this color. Wow! It was spectacular, especially with the color-keyed wheel covers. I probably still have that ad in a folder somewhere.

But even better, I also have the 1977 Eldorado-only dealer brochure, as well as the 1977 de Ville/Fleetwood brochure. And while at first blush it appears to be the same color in the brochure as our featured Fleetwood Brougham, it is actually Saffron, which was a similar, but darker color. I love them both. As a matter of fact, I have a 1977 Coupe de Ville dealer promo in 1/24th scale in Saffron. Such great colors back then!

As for the Fleetwood Brougham, it carried on through 1978 and ’79 with only minor changes to the exterior styling, upholstery, and color choices. In 1980, it and the de Villes and Fleetwood Limousines would be restyled yet again with smoother, more EPA mileage-friendly shapes. The 425 would become the 368, then be added with the questionable “4-6-8” cylinder displacement computer in ’81, then get the “High Technology” HT4100 V-8 in ’82. Later on it would be replaced with non-Cadillac exclusive 307- and 350-cu-in V-8s, but this basic Cadillac shape—that classic Cadillac shape—would endure all the way to my junior high school years. I’ll always love them.

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A hundred years ago, in the sun-baked and forbidding loneliness of the Syrian desert, the bandits watched for prey. There, in the distance, a column of dust rising up from the dry and gravelly soil. Camel trains were easy pickings, and they sometimes carried smuggled gold. The men fussed with their ancient rifles and prepared to intercept. But something was off. The would-be quarry was approaching far too fast, there and gone again before the raiders had a chance. A convoy of Cadillacs, running hard at 70 mph, headed for Baghdad and too quick to catch.

In those early days of the twentieth century, motorized transportation revolutionized the world, and nowhere did the change come more quickly than in desert warfare. Lawrence of Arabia had his Rolls-Royce Ghosts—“More valuable than rubies in the desert,” he wrote of them—raiding the Ottoman Empire’s supply lines and then vanishing back into the desert. But when the war was done and the League of Nations had carved up that empire, there was further work to be done.

In Damascus, the French controlled Syria, linked via Beirut to the Mediterranean Sea. To the east, a British mandate held Iraq (then spelled Irak) and its capital, Baghdad. These were two of the most important cities in the Middle East, and there were no roads connecting them.

Baghdad in particular was a far-flung and lonely outpost for any fledgling British diplomat. Mail home to the UK was sent to a port on the Persian Gulf, then to Bombay in India, and up through the Suez Canal. It took an average of six weeks, meaning that it might be three months between writing a letter to your sweetheart and receiving the reply that she’d jilted you for Tim, who came from lots of money and only had to go over to Paris once a month.

Armored Rolls-Royce Ghosts had crossed deserts before, notably in the lightning raid carried out by the Duke of Westminster in WWI. Crossing 120 miles of what is now Libya, the Duke’s raiding force of nine armored cars destroyed a superior force and rescued two crews of British sailors that had been marooned and captured after a German U-boat attack.

Similarly, Field Marshal Edmund Allenby of the British Egyptian Expeditionary Force had used armored Rollses to explore east of Beirut in 1919. However, he never went further than the ancient city of Palmyra, scarcely a quarter of the way to Baghdad.

However, at this point in the story, two New Zealand-born brothers enter the picture. Both had served under Allenby in his motorized forces during WWI. They were experienced mechanics and entrepreneurs, and they even had the distinction of being the sons of the first person to own a car in New Zealand (for the historical trivia: it was a American REO).

Gerald and Norman Nairn stayed behind in the Middle East after being discharged from the British Army and set up a dealership. They knew that the automobile was going to change the way that the world worked, and there was a clear gap in the market in this part of the world. Besides which, owing to their connections at the army motor pool, they had a direct line on acquiring surplus military transportation as it was sold off.

Over the next two years, the brothers got rich quick, then lost it all. A depression in cotton prices saw the market for expensive luxuries like automobiles dry up. In late 1920, Norman and Gerry Nairn sold off what they could and briefly established a coastal taxi route running up to Beirut.

This effort was not a huge success but did get the attention of local officials. At the same time, a gold-smuggling sheik named Mohammad Ibn Bassam had contacted the British consul in Damascus with an idea. The sheik ran a surreptitious camel train between Damascus and Baghdad, paying off the bandits for protection along the way. But he thought cars could take that same route, including the entirely empty 500-mile stretch from Damascus to Ramadi, and cover it at great speed.

In 1923, the Nairn brothers assembled three cars—a six-cylinder Buick, an eight-cylinder Oldsmobile, and a Lancia—and outfitted them for a desert expedition. All three were loaded to the gills with tools and replacement parts, and a 10-day supply of food and water. Despite a late-night crash involving the Lancia, the trio covered the full 603-mile distance in just three days.

The next hurdle was convincing the very stubborn British High Commissioner of Irak that the crossing would be safe as a mail route. Eventually, with some assistance from Mohammad Ibn Bassam in bribing various bandits to leave the convoys alone, the Nairns had a contract for British mail from Baghdad to Haifa via Damascus. They began looking for the ideal desert-crossing machine, and that summer ordered a half-dozen seven-passenger Cadillac Type V-63 touring cars.

The V-63 may be thought of as the Escalade of its day, in that it was both luxurious and supremely capable. The 83-hp V-8 offered nearly triple the power of the expedition’s Buick, and the spacious body and long wheelbase provided plenty of room for necessary modifications.

Not that there were many. The middle seats were removed, to be replaced by a 16-gallon water tank (there was no water for hundreds of miles along the route). Auxiliary fuel tanks were also mounted to each running board, linked with the main tank via a revolutionary-for-the-time electric fuel pump. Some of the cars carried onboard refrigerators and were equipped with spotlights to pierce the desert night during the overnight trips required in the scorching summer months.

Right out of the gate, the Nairns’ mail service was a runaway success. Possibly due to the suspicions of the High Commissioner, the mail contract carried built-in consequences. Any mail arriving in more than 60 hours after setting out would result in the Nairn brothers being fined. But it never happened; the Cadillacs ran like clockwork, to the point that years later the Swiss watchmaker Felca advertised a wristwatch as the Nairn company’s official timepiece.

Which is not to say the crossings were boring. Despite the bribes, bandits did still sometimes give chase, though the convoys were armed and in at least once case chased down and captured the would-be robbers. The drivers were a collection of wild ex-pats, frequently having odd habits. One was a notorious drunk, hiding water bottles throughout the car, each one filled with Arak, the local anise-based liquor. Another had only one eye but used his Cadillac to chase down and shoot an Asiatic cheetah.

About 250 miles outside of Baghdad, vast mud flats were baked hard and smooth in the summer. Given even a light rain, however, they would become as slick as ice, and any driver swerving to avoid a suicidal impala would spin the car multiple times. Nairn drivers became so skilled and easy-going about the phenomenon that they would let the cars pirouette for a prolonged time, much to the chagrin of shocked passengers.

By 1927, the Nairn Transport Company had crossed the Syrian desert some 4000 times, without the loss of a single passenger. The Cadillacs had been sniped at from time to time, and even held up at least once, but every one of them survived, occasionally limping in with plugged bullet holes in their radiators.

The route had shifted and continued to shift based on rebellions and changing political alliances, but Nairn Transport persisted right up until the 1950s. By that time, transportation was done by truck and bus, with huge articulated machines incorporating air-conditioning. The Nairns finally sold off their business in 1959.

But it was the Cadillacs on which the Nairn brothers had built a reputation and changed the nature of desert transportation. Speaking to Veteran and Vintage magazine more than 50 years ago, Gerald Nairn described selling off the last of the Cadillacs in the 1930s.

“When we finally sold them they had clocked about 200,000 miles each, with only two major overhauls,” he said. “The Cadillac’s ability to take punishment was just amazing, and nothing I have seen since surpasses them for that. It was the Cadillacs that made us. They were the toughest cars I have ever seen, and for overland conditions they were without question the finest car in the world.”

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Us automotive journalist types just love a titillating story about a vehicle most of us could not afford, and this Cadillac Celestiq checks all the boxes. That’s because the $340,000 Celestiq is lofty, but not terribly ridiculous in a world where $100,000 pickup trucks are commonplace. In that lofty price territory, however, even a flagship needs to set its own high watermark, however ambitious that may look.

The tale of peak Celestiq starts all the way back in 1952, when famous journalist Edward R. Murrow asked the leaders luxury department store chain Neiman Marcus if they had anything exciting on tap for would be customers that Christmas shopping season. The question was akin to striking while the iron was hot, and the famous retailer created the Neiman Marcus Christmas Book for well heeled shoppers in need of yuletide joy. And then something wondrous happened in 1959.

No, we’re not referring to the wondrous finned Cadillac of yore. Neiman Marcus created the Fantasy Gift section of their famous Christmas Book in 1959. For 2023, this section includes experiences with Disney Animation ($510,000), Team USA at the 2024 Olympics ($210,000), and a “Yachting Treasure Hunt” in Indonesia ($485,000). But they all pale in comparison to the Cadillac “Carmen” Celestiq that retails for a mind-numbing $975,000.

That’s a lot of coin for a Caddy, but this is a completely bespoke creation that includes all of the Celestiq’s customization features, but done by Neiman Marcus’ Carmen department. Or maybe that refers to Carmen Marc Valvo, whose name is associated with a large number of items in the famous retailer’s portfolio. Perhaps a Neiman-savvy commentator can clarify the correlation, but now we all know why Cadillac vice president John Roth was so certain this car could break the million dollar mark. The Carmen Celestiq likely uses materials and options unheard of at the base configuration’s asking price, and it comes with “exclusive access for you and a guest to meet with Cadillac designers and have a behind-the-scenes view of where Cadillac design develops the future Cadillac vehicle line up.”

The 1-of-1 Carmen Celestiq vehicle experience also includes a tour of Cadillac House, the midcentury masterpiece at GM’s Global Technical Center campus in Warren, Michigan. Other private tours are on tap as well, along with a boutique hotel experience, multi-course dinners, a $25,000 donation to the Detroit Opera House, and free shipping. (Sounds like you’ll still have to pay taxes, license and registration once the new year rolls around.)

But this journalist would be remiss, perhaps even insulting to Mr. Murrow himself, if he didn’t mention that Neiman Marcus opened the opportunity to buy the Carmen Celestiq back on October 25th. Considering the problems of the 2640 billionaires on the planet—and who doesn’t consider their concerns—it’s a safe bet the 1-of-1 Carmen Celestiq sold that very same day.

Neiman’s fortunes after their 2020 bankruptcy are hit or miss, but consider the fact that their last car, a 2019 Aston Martin DBS Superleggera had a positively approachable $700,007 asking price with a whopping seven units in stock. It’s only logical that a post-bankruptcy luxury automobile was needed to put that Aston to shame, and offering a $975,000 Caddy in one of the most exclusive catalogs in the world certainly fits the bill. It’s indeed a “fantasy” gift come true for the holidays. Well, if that’s what you really want.

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Imagine, if you will, a week-long drive of 6320 miles—L.A. to New York and back again—on the move all the way without so much as a gas stop or a pause for a traffic light. Would such a journey require supernatural intervention? Is it technically impossible? Or could the imagination, determination, and technical skill of an inventor and gregarious character named Louie Mattar be sufficient to pull it off?

Louie Mattar grew up in Detroit, of course. Anyone who would attempt a bizarre automotive stunt like the one he accomplished in September 1952 had to have some Motor City brew in his veins. A respected engineer and inventor, Mattar developed numerous devices for automakers and the U.S. military, including a mine sweeper for the Navy. But his greatest achievement was undoubtedly the extensively modified 1947 Cadillac Fleetwood that he designed and built over a period of years, constantly altering it to make it ever more capable, self-sufficient, and complex. That was the car in which he and two pals made their epic two-way cross country journey. As if L.A. to New York and back without stopping wasn’t adequate proof of the Caddy’s capability and the team’s endurance, they followed up two years later with a continent-bisecting non-stop drive from Anchorage, Alaska, to Mexico City.

Now, Mattar didn’t spend the entire 6320-mile trip behind the wheel, since he shared driving duties with his two fellow travelers, but the journey had to be debilitating as the Cadillac never came to a halt, with the three men changing positions while on the move. Escorted through traffic lights and stop signs by local authorities, the adventurers and their big Caddy never stopped rolling down the road. That’s not exactly perpetual motion, but it’s about as close to it as a car can come.

The Cadillac’s original purpose wasn’t mileage marathons. Mattar built it for camping, with on-board systems that would make a week or two in the wild enjoyable without other support. So, some of the first accessories he created for the Cadillac were geared toward living in the car. Of course, there was a chemical toilet and a shower. But Louie believed in camping in style, so the car boasted a television, a refrigerator, a kitchen sink, and a bar. Also installed was a mobile telephone capable of communicating nationwide when conditions were right via base stations located strategically throughout the country. A tank in the car held 50 gallons of water. Mattar installed an ironing board, iron, and washing machine, despite Mrs. Mattar’s contention that laundering while on a camping trip wasn’t necessary. But it might be necessary on a non-stop cross country trip, and that goal soon became Mattar’s obsession.

To stay on the move for more than 6000 miles, Mattar had to invent ways to maintain the car and refuel it on the go. Retractable platforms attached to the sides of the car enabled two of the three travelers to work under the hood while the third member of the team drove. Windows in the hood meant the driver could see the road ahead even when the hood was raised. A trailer towed behind the Caddy sported a patio of sorts at its rear for relaxation and for entertaining the journalists who hopped on board when Mattar drove slowly through towns. An intercom system enabled communication between the car and the patio.

The trailer wasn’t meant solely for entertainment. It carried spare tires and parts, another 30 gallons of water, 15 gallons of motor oil, and 230 gallons of gasoline. That wasn’t enough gas for the entire journey, but it was enough to ensure the car would only have to be refueled three times. Those refueling stops weren’t stops, either. They were executed on the move at airfields along the way, much like jet fighters are refueled in the air. Power for the Caddy’s many accessories and tools was provided by specially built batteries with a total capacity of 1500 ampere hours. An engine-driven 90-amp generator charged the batteries.

Frequent oil changes were standard maintenance in the ’50s, with a generally recommended interval of 2000 miles. Mattar went one better and developed a system that would automatically change the oil every 1000 miles—while the car was moving, of course. Another system automatically topped off the radiator when necessary.

On a 6000-mile journey in those pre-interstate days, given the frequent road hazards and the tire composition of the time, flat tires were inevitable, so a system had to be developed that enabled changing a tire without stopping. Because both car and trailer were equipped with side-mounted platforms, the travelers could move from car to trailer when a replacement tire or other gear was needed. To enable removal of a tire while on the go, a hydraulic jack with a wheel on its shaft raised the offending tire while the car was moving. A wider platform was attached to the car next to the wheel, and the tire’s lug nuts were spun off with an electric impact wrench. Squatting precariously on the platform with the car rolling along at about 15 mph, one of the men would lift the tire off the hub and hand it off to another member of the team, who would in turn pass along the new tire. Once installed, the tire would be fully inflated by an engine driven compressor that delivered air via a conduit in the axle and wheel. A regulator at each wheel controlled tire air pressure. In a YouTube video, a somewhat rotund and balding Mattar can be seen easily handling the heavy tire and wheel as he demonstrates how to swap out a tire on the go.

Mattar spent seven years and $35,000 creating this one-of-a-kind machine in the garage that housed his San Diego auto repair business. He funded the project himself—quite an achievement since that figure equates to more than $400,000 today.

The mechanics of the vehicle weren’t the only obstacles to completing a non-stop cross-country journey. Non-stop meant non-stop, and Mattar had no intention of pausing for red lights or stop signs on the roads he travelled, so he had to make advance arrangements for police escorts through the towns that dotted the U.S. highway system of 70 years ago.

Louie Mattar died in 1999 at the age of 89, and his “Fabulous Cadillac,” as he appropriately called it, is now the property of his grandson, Dan Mattar. The car has been on loan to the San Diego Automotive Museum for the past 24 years and is on display. If your next road trip takes you to Southern California, plan a visit to the museum where you can see the ultimate road trip vehicle of 70 years ago. Louie Mattar would have liked that.

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Anyone paying even the slightest attention to the automotive world realizes that the station wagon is the automotive equivalent of what paleontologists refer to as a “dead clade walking.” Taken from the film Dead Man Walking, the term refers to groups of animals that barely survive an extinction event; instead, they linger for a bit and then finally die out.

The mainstream abandoned wagons for SUVs decades ago, but a small subset of enthusiasts recognize them for what they are—cars as rewarding to drive as their sedan counterparts, with some added practicality. The cognoscenti refer to them as long-roofs, hipster short-form to distinguish them from their grandparents’ Colony Parks and Country Squires. The holy grail is a manual-transmission long-roof.

Here’s a quick rundown of what’s out there from the last 25 years, with some purely subjective ratings.

1999–2004 BMW E46 and 2005–11 E90 Touring

Fun to drive: 5 / 5
Reliability and maintenance expense: 3.5 / 5
Pros: Safe, solid, sporty, and handsome
Cons: With BMW parts prices, minor irritations can add up quickly.

BMW was somewhat late to the game in offering wagons in the United States. Mercedes had been doing so with regularity since the 1970s, but it wasn’t until the early ’90s that BMW decided to offer the E34 5 Series Touring (or wagon, in BMW-speak) in the states. By the time the car’s successor—the very pretty E39—was introduced, manual transmissions had become almost mythical in the RWD-only 5 Series. The 3 Series was the real sweet spot for BMW wagons in the U.S. market. The E46 generation (1998–2005) was the first officially offered here (there are many gray-market E30 and E36 wagons in the U.S. and almost all are manuals). Sold in six-cylinder 323i and 325i form in either RWD or AWD, these are great and highly sought-after cars that will do 300,000-plus miles with the usual BMW maintenance to things like seals, axle shafts, cooling systems, and power windows.

The car’s successor, the E90/E91 (2006–13) was equally desirable, with added refinement and power. Many of the pain points are the same, with the addition of a failure-prone electric water pump. Expect to pay anywhere from $15,000 to $25,000 for a manual depending on miles, condition, and options. Rear-drive cars are prized for their lightness and simplicity and carry a slight premium in warm climates. A good E46 or E90/E91 is probably the gold standard for European performance wagons, both in driving enjoyment and reliability.

2003–08 Mazda 6 Sport Wagon and 2002–03 Protégé 5

Fun to drive: 3 /5
Reliability and maintenance expense: 4 / 5
Pros: Fun to drive; relatively inexpensive parts and maintenance
Cons: FWD only; horribly rust-prone; lack the safety of Euro wagons

Maybe the most overlooked manual-transmission wagon is the 2002–08, or first-generation (GG1), Mazda 6. While it takes a knock for being FWD-only, the long-roof 6, dubbed the Sport Wagon, was offered with a five-speed manual, most commonly paired with a Ford-supplied Duratec 3.0-liter V-6. It wasn’t a bad setup and made 204 horsepower. Sadly, there was no Mazdaspeed 6 wagon. The vehicle was handsome, reliable, and a decent performer, but outside of the West Coast, they’re getting very hard to find today.

The same can be said for the other Mazda manual wagon, the Protégé 5. Based on the entertainingly simple Protégé sedan, the 5 wasn’t your average hatch, but a small wagon, almost unique in the marketplace in the early aughts, and certainly extinct now. Back in 2001, Car and Driver called its driving dynamics “scintillating” and said that the car had real personality: “Cheeky. Insolent. Pert.” Like the 6, the Protégé 5 seems to hold up well mechanically, and 200,000 miles doesn’t seem uncommon for West Coast cars that haven’t succumbed to body rust. Even though the price delta between the two models was significant when new, nice examples of either the 6 or the Protégé 5 seem to trade in the $6000 to $7000 range.

2009–19 VW Jetta/Golf SportWagen

Fun to drive: 3.5 / 5
Reliability and maintenance expense: 3 / 5
Pros: The newest cars on the list, some of which are still under an impressively long 6-year/72,000-mile post-Dieselgate warranty
Cons: Somewhat underpowered, irrespective of model; the usual Volkswagen quality issues.

Modern VW wagon offerings in the U.S. consist of the Passat, Jetta, and Golf. Manual Passats ended with the B5 generation (1997–2004). The 1.8 Turbo and VR6 cars both came with five-speed manuals, as did the TDI. The oldest are now approaching 30 years old, and consequently, most B5 Passats are worn-out bags of trouble. And as tempting as the unicorn status of a 275-hp, 4Motion (AWD) Passat W8 manual wagon might be, (about 100 were sold in the U.S.), the maintenance hassles of daily-driving a VW this old and complex are way too daunting. A Mk 4 Jetta VR6 manual wagon was a sweet little ride, but they’re mostly gone, too, and I haven’t seen one in at least a decade.

The consolation prize is the fact that late-model Jetta/Golf SportWagens are quite decent cars, and not uncommon with manual transmissions. The most desirable is probably the last of the line—the AWD Golf Alltrack wagon, which was discontinued after the 2019 model year. Manual-transmission Alltracks are still worth close to their original MSRP, in the mid-to-high twenties.

2008–12 Audi A4 Avant

Fun to drive: 4/ 5
Reliability and maintenance expense: 1 / 5
Pros: Beautiful inside and out, excellent driving dynamics
Cons: Abysmal reliability record

Audi has a long history of building sporty wagons with manual transmissions. The 100 (5000) based cars from the 1980s were all equipped with manuals if you opted for the Quattro AWD system. And let’s not forget the Porsche-engineered-and-assembled RS2. These days it’s a blue-chip, $75,000-plus collectible.

The B8 A4 Avant was the last Audi wagon to offer a manual transmission in the U.S. They’re gorgeous inside and out, and lovely to drive, albeit quite scarce with a manual. But having personally known two people whose 2.0L turbo A4s have suffered catastrophic, post-warranty engine failures, and one other whose 50,000-mile car had a quart-every-600-miles oil habit, it’s hard to recommend an A4 to anyone in good conscience.

2003–07 Volvo V70 R

Fun to drive: 5 / 5
Reliability and maintenance expense: 2.5 / 5
Pros: Handsome; insane inline-five turbo engine
Cons: Pricey parts and service

For most of its history in the U.S. prior to the early aughts, Volvo offered a manual-transmission wagon. Outside of one of Paul Newman’s V-8–swapped 740 wagons, the holy grail is almost certainly the P2-generation V70 R wagon. Its maniacal turbocharged inline-5 made almost 300 hp, and while RWD would have been a hoot, the car was offered only in AWD form. Six-speed manuals were rare, and those who opted for this were treated to one of the most artfully designed shifters outside of a gated Ferrari box. Well on their way to being full-fledged collectibles, cars with average miles are mid-teens, and the best, low-mileage cars can break $30,000. A small price to pay for what might be one of the greatest manual-transmission wagons ever.

2005–07 Subaru Legacy 2.5 GT Wagon

Fun to drive: 5 / 5
Reliability and maintenance expense: 3 / 5
Pros: WRX style, power, and grip; infinitely modifiable
Cons: The usual Subie flat-four head gasket issues every 90,000 miles or so

In the early aughts, the non-Birkenstock wearers in Subie showrooms were drooling over the WRX. You could excuse them for overlooking its more practical sibling, the Legacy 2.5 GT Wagon. With AWD and the same 250-hp 2.5-liter turbo flat-four as the WRX, a five-speed Legacy GT wagon is truly something special. Although it’s the same body as the far more common Outback—albeit with a functional hood scoop, shorn of body cladding, and riding far lower—the Legacy GT Wagon was actually quite handsome. Since one of these is just as tunable as the WRX, finding a stock, manual-gearbox model with low miles is nearly impossible, but the market has yet to catch on to how special these cars are. About $15,000 or so buys a nice one.

2004–11 Saab 9-3 SportCombi

Fun to drive: 3 / 5
Reliability and maintenance expense: 4 / 5
Pros: Quirky looks, nicely appointed inside, GM serviceability, bargain prices
Cons: Orphan status and uncertain support going forward

Saab offered wagons in the U.S. off and on for about four decades, but the only one it sold in volume was the 9-5. Top spec 9-5 Aero wagons with a five-speed are quite rare, and the few good ones that remain generally have asking prices in the ten-grand range. Most, however, are 200,000-mile examples with asks of about half that. Perhaps more interesting, though, is the last-generation 9-3 Combi. Sadly, GM had actually started to do some OK things at Saab right around the time the wheels fell off the Swedish brand. The last generation of the 9-3 and 9-5 were pretty solid, but only the GM Epsilon-based 9-3 was offered as a wagon. As you may have noticed, nearly every Euro brand has to have a clever name for “wagon.” Saab’s, unsurprisingly, was the oddest: “Combi” is Saab for wagon. And quite a decent wagon it was. With its vertical taillights and upswept profile, it was quirky like a Saab should be, and nicely appointed inside.

The 9-3’s 2.0-liter turbo GM Ecotec four managed a wholly adequate 210 hp. Most were FWD, but somewhere around 10 to 20 percent of them were ordered with AWD. Saab called this model the SportCombi X. The manual version of this car is the true 9-3 wagon unicorn. The final version of the 9-3 racked up a reasonable reputation for reliability and maintenance costs. This is backed up by the fact that most of the cars you’ll see advertised have between 150,000 and 225,000 miles on them. FWD manual 9-3 wagons with under 100,000 miles are around $9000 or so. A similar manual 9-3X might bring around $13,000 to $15,000, if it’s really nice. The largely unfounded concerns about parts seem to be keeping Saab values down.

2011–13 Cadillac CTS-V Wagon

Fun to drive: 5 / 5
Reliability and maintenance expense: 4 / 5
Pros: Insane power and acceleration with braking and chassis to match; wicked good looks
Cons: Six-figure price, rarity

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The most vocal complaints made from the automotive media concerning Cadillac’s midsize luxury sedan, the CT5, have chiefly targeted its wimpy base engine and its underwhelming interior. Five years into the car’s life, Cadillac has addressed one of those shortcomings.

Before you get your hopes up—this piece will not discuss the 2025 CT5-V Blackwing, for the simple reason that we know nothing about it: Cadillac refused to stray the least bit off-topic in the press briefing we attended for the four- and six-cylinder models. PR reps would not even discuss the six-cylinder V-Series model.

What was discussed: the revised front end, the two new paint colors, and the standard, 33-inch touchscreen on the 2025 CT-5.

Let’s start with the outside. Compared with the 2024 model, the new CT5 looks more chiseled, textured, and aggressively LED-lit. The most obvious change is in the headlamp area: The vertical, blade-like daytime running light—a design cue shared from XT4 to Escalade—is now unbroken. The LEDs that provide the main illumination are now stacked on top of, rather than next to, each other. Body-colored blades extend down and out from the grille, which is no longer framed below by a painted edge: In its place is more black trim and a lashing of satin-finish metal.

Both regular and Sport trims receive new textures for their grilles: One made of chrome details against gloss-black accents, the other a black mesh panel that extends below the body-color section that hides the mandatory pedestrian-protecting bumper. Out back, the only changes are a dose of new LEDs in the taillights.

Normally we’d breeze past paint colors; in the case of Typhoon, a newly available blue-green for 2025 on the CT5, we’d like to take a moment. Normally we’d breeze past paint colors; in the case of Typhoon, a newly available blue-green for 2025 on the CT5, we’d like to take a moment. A moment to complain, really, because Cadillac showed it to us only on the condition we not share it publicly, It looks very close to jade, a cool and glam sort of Sea Foam that Volvo fans will remember from the ’70s. That’s a compliment. The other new color is the metallic blue shown here; it’s pretty, but not as unusual.

For 2025, the two engines carryover with unchanged power numbers: 237 hp for the four-cylinder turbo, the default engine; and 335 hp for the twin-turbo V-6, for which you’ll pay extra—how much extra, we’re not sure.

If you found the four-pot underwhelming, Cadillac is happy to capture your attention elsewhere, up to the now-standard sunroof (previously a $1450 option), and to the front of the cabin, whose dashboard is now dominated by a 33-inch digital display. Capable of 9K resolution, the unit incorporates both instrument cluster (not touch-sensitive) and infotainment screen (touch-sensitive) into one blade-like, sharp edge element. Other luxury-focused updates to the interior include a heated steering wheel, which now comes standard and was before only available as part of the $1090 Climate Package. The CT5 gains Google built-in, a suite of now-native Google apps that began to roll out in GM vehicles beginning with the Hummer EV. The Super Cruise system, which is a cost-add option, adds an additional camera. Placed on the top of the steering column, it tracks the driver’s attention by watching with a camera where their eyes are looking.

Cadillac is staying mum on trim-specific equipment, and even which trims will be offered on the 2025 vehicle. We do know that pricing of the new-ish CT5 will be announced in early 2024. Tune back in to find out full details.

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When Cadillac first announced the hand-made, completely bespoke, all-electric Celestiq last fall, there were rumblings of skepticism. Those types of complicated, expensive processes are more suited to the Rolls-Royce crowd than they are to an American automaker—even one that, in its heyday, touted the phrase “the Standard of the World” as its motto. Before the Celestiq bowed, Cadillac’s most expensive model was the Escalade-V ESV, a hulking, three-ton-and-change luxo-yacht SUV with the supercharged heart of a C7 Corvette ZR1. Even fully stocked, it wouldn’t clear much beyond $160K out the door.

The Celestiq starts at more than twice that number, but here’s the kicker: Cadillac expects buyers to option up their commissions well beyond that. At a dinner in Monterey last month, John Roth, vice president of Cadillac, offered me a bit more context to those expectations. “The bespoke nature of the Cadillac Celestiq is attracting a new ultra-luxury client,” said Roth. “The blank canvas for the Celestiq starts at approximately $340,000 MSRP, but we expect some clients will personalize their vehicle to $1 million or more.”

It reads like a canned quote, sure, but Roth’s expectations here are almost certainly grounded in some very real orders that are already on the books. When the sky is the limit on how much personalizing one can do, so is the price tag.

The Celestiq feels like the first Cadillac in a very long time to harness the grandeur and opulence that used to drip from Caddies of yore, like the coachbuilt V-16 models of the 1930s, or the Series 70 Eldorado Brougham (1957-58). It’s long—some 5.3 inches longer than the short-wheelbase Escalade, 217.1 inches tip to tail—and low, proportions that are exaggerated by a swooping rear roofline that makes the cabin a positively cavernous thing to experience from within.

Parked next to a 1931 Cadillac Fleetwood V-16 at the dinner in Monterey, you could see the shared sense of “peak automobile” between the two, the rest of the world’s offerings be damned. (Fun fact: Interior designers carved Easter egg silhouettes of three Caddies—a pre-war model, a long Coupe de Ville-esque shape from the ’60s, and the new Celestiq—into the face of the center console cupholder. Clear indications of which models and ideals from the brand’s past the Celestiq is supposed to draw from.)

Ultra-high-dollar car companies like Rolls-Royce are using electrification to capitalize on the ultimate idea of quiet, supple comfort with new vehicles like the Spectre. It’s high time that we witness an American automaker attempt to catalyze the electric shift to vault into that same echelon of luxury. Cadillac has been there before many times in its 120-plus-year history; with the Celestiq, the brand looks ready to once again take its rightful place among this lavish crowd.

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Have you been down the urban exploration (aka “urbex”) wormhole on YouTube? There are plenty of faded monuments to retailing, manufacturing, and civil infrastructure for anyone to enjoy. Apparently, urbex is a bonafide career for YouTubers with a large following: These content creators are nothing like the looters, copper-wire thieves, and general miscreants that do terrible things to abandoned buildings. While Detroit, for well-documented reasons, is a hotspot for urbex adventurers, an abandoned Pininfarina factory in San Giorgio, Italy is indeed a rare treat.

Skip to the 0:50 mark if you’d prefer to avoid the contextual history lesson. This particular Pininfarina factory was built in 1986 as part of the GM/Pininfarina partnership to produce the star-crossed Cadillac Allanté. Like many buildings of the era, it was made in the brutalist style: poured concrete walls, often with small, decorative stones added to the mix.

Aside from the stylish and beneficial waffle ceiling in the cafeteria (go to the 9:00 mark), the building’s most eye-catching feature is the sheer volume of machinery that remains on the factory floor. More to the point, it appears that most of the assembly line remains intact, seemingly unable to find a new home at another factory.

Aside from the imagery of that factory floor, there’s nothing terribly outstanding about the building presented in this urbex adventure. Instead, consider it as a place of automotive dreams, one that once built the cars we aspired to own.

But it is one thing to discuss the starting point of a limited-production vehicle made by Pininfarina for Cadillac or for Ferrari. If you lived in Europe at the time of this factory’s heyday, and were shopping San Giorgio’s less exotic products, you might have fallen in love with another Pininfarina design: This achingly beautiful, two-door Peugeot.

Indeed, the Peugeot 406 Coupe is a whole ‘nother ballgame: The Italian design firm took a mundane French family sedan and made something absolutely beautiful in the process. At roughly $57,000 in today’s money, the 406 wasn’t cheap, but you would be wiser to spend that money on the Peugeot than on the majority of impractical, coupe-like CUVs currently available on the market. (I’m looking at you, BMW X4.)

After the 406 Coupe, Pininfarina made the similarly approachable-yet-exotic Alfa Romeo Brera and Spider models. The party ended shortly after the subprime mortgage crisis between 2007 and 2010. While it is possible that modern CUVs and EVs could be made at this San Giorgio factory, they would have to be low-volume models—and even if a market for one-off creations could exist again, Italy may no longer be the place for it. Which is a shame, but history should never be sanitized: It should be documented, warts and all. We are lucky that urban exploration allowed us to see this lost era in automotive design.

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This was it. The last roundup. Picture it: 1976. All manner of fine large cars were available, from Chevrolets and Plymouths to Lincoln Continentals and Chrysler New Yorkers. And Cadillacs.

It was a great year for Cadillacs. And it was all glorious sedans, coupes, and, of course, the Eldorado convertible. All cars! No trucks—thank goodness. Trucks? Trucks weren’t luxury, at least not then. Long, low, and wide was the style, not short and stumpy like 90 percent of cars today.

And colors! Oh, the colors. And fabrics. It wasn’t just black and tan leather, or some cheap-looking, mouse-fur fabric, which seems to be your only choice on many new cars. Want white leather with navy carpet in your Eldorado? No problem. Firethorn Red with matching vinyl Landau top on your Coupe de Ville? You betcha.

Or perhaps Dunbarton Green with a dark green padded vinyl roof with matching dark green cloth, as seen on our featured car. The Fleetwood Brougham was the top “owner driven” Cadillac. And while the standard Fleetwood Brougham was an extremely plush car, there were two available upgrades to make it even more sumptuous.

The first was the Fleetwood Talisman, which I devoted a column to a few years back. In short, it added a front center console with seats trimmed in Medici velour in a rampantly decadent tufted style. Outside, a padded Elk Grain vinyl roof and turbine wheel discs were added.

The original ’74 Talisman had been even more over the top, with both front and rear center consoles, making it the only four-passenger Cadillac available that year. But starting in 1975, the three-place rear bench seat replaced the rear, cocooned-console setup.

The second trim package was the Brougham d’Elegance. Like the Talisman, it had the exterior turbine wheel covers and padded roof, but the seats were different. This time they had a floating pillow style—Cadillac called it “Cadillac Contoured Pillowed Seats.”

As my 1976 Cadillac brochure explained, “The Brougham d’Elegance seats are trimmed in handsome Mansion Knit, available in Light Gray, Black, Dark Blue, Dark Blue-Green and Light Buckskin. Other luxury touches include Mansion-trimmed seat back storage pockets, deep pile carpeting, turbine-vaned wheel discs, opera lamps, 50/50 Dual Comfort front seats, padded Elk Grain vinyl roof and brushed chrome door moldings.”

These were, and are, imposing cars. The Fleetwood Brougham rode a 133-inch wheelbase (Calais and de Villes had a 3-inch shorter span) an overall length of 233.7 inches and a curb weight of 5213 pounds. Like all other Cadillacs except for the new “international-size” Seville, under the hood was a 500-cubic-inch V-8, breathing through a 4V “Quadrajet” carburetor—although fuel injection was an optional (and temperamental) extra.

In 1976, Cadillac set another record for sales (the previous record came in ’73), with 309,139 built for the model year. Of course, the all-new Seville played a part, but it was still an impressive number for a luxury make. All the hoopla about the “last convertible,” the 1976 Eldorado, probably also contributed to the bump.

As the showroom brochure extolled: “With its individually longer wheelbase (three inches longer than Sedan de Ville) … with its stately beauty that is both spirited and dignified … with its roominess and refinements for 1976, this is indeed one of the world’s great sedans. The ride: superb. Luxury abounds.”

The 1976 Fleetwood Brougham had a $10,935 base price (about $58,750 today) and was, of course, very well-equipped, even with zero options. The d’Elegance package added $885 ($4755) to the tally. A total of 24,500 were built for the year, but I was unable to determine how many were d’Elegances.

Standard features included Automatic Climate Control, Soft Ray tinted glass, an automatic parking brake release, quartz digital clock, a color-keyed litter container (mounted up front in the passenger footwell), cigar lighters, a visor vanity mirror, and the robust Turbo Hydra-Matic automatic transmission.

Fleetwood Broughams also had as standard equipment a signal-seeking AM/FM stereo with power antenna, automatic level control, and 60/40 Dual Comfort front seats—although that last item was replaced with the 50/50 Dual Comfort front seats on d’Elegances.

What’s cool about social media is that sometimes I connect with the owners of cars I’ve photographed (and ogled over). That was the case with this Brougham d’Elegance. Shortly after the show, I posted some of the pictures on the Cadillac and ’70s American luxury car groups I’m in, and I discovered that Jeffrey Montgomery was the owner of this magnificent vessel.

As Jeff relayed: “Back in 2013, I purchased the car sight unseen from eBay Arizona. When the car arrived in New Jersey it was not as described, but with hard work it turned out to be a diamond in the rough. The car is an all-original 40,000-mile car. I detailed the engine compartment in 2019. I plan to keep it all original.”

I’d say he’s a lucky man to own such a fine Cadillac. I’ve always loved these Fleetwood Broughams. I had a blue Pocket Cars toy version as a kid, and I guess we bonded (ha ha). I still have it too. It’s a little rough, but it survived to the present day.

As I’ve mentioned in other columns about cars at this show and the BCA show in neighboring Lisle the same day, my friend Jayson Coombes joined me at the shows, and he knew if he lost track of me, all he had to do was go to the green Brougham d’Elegance and I’d likely be there, snapping even more pictures!

In fact, another friend of mine, Andrew Bobis, was at the show, and at one point he took a picture from the CLC courtesy room on the top floor. As luck would have it, he actually caught me swarming the car—yet again! I was easy to spot, as I was sporting a coral golf shirt that day.

Starting in 1977, all Cadillacs (save the Eldorado) would be downsized, the first such time that had happened at Cadillac. The new cars were pretty nice too, but despite improved room and roadholding, they somehow didn’t have quite the presence of the ’76 and earlier Cadillacs. American luxury would never be the same.

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There’s no doubt that Cadillac is a storied brand in the hearts and minds of countless Americans. But a lesser-known truth lies within factory-built limousines wearing the Wreath and Crest: These vehicles dominated the private chauffeur and forthcoming livery market for decades. The limos first made their mark in 1936, when Fleetwood Metal Body turned Cadillacs into the prestigious Fleetwood Series 70 and 75 models. While Cadillac and Fleetwood weren’t the only game in town back then, the integration of Fleetwood into GM’s influential Fisher Body division ensured the flagship limousines outlived their coachbuilt competition, lasting even longer than LeBaron, acquired by Chrysler.

Make no mistake, Fisher Body had an astounding amount of influence within General Motors, embodying the Hold-up Problem and inspiring tattoos of loyalty. Fisher Body did things its own way, and it likely became the driving force behind the longevity of the Fleetwood Series 75. It won market share by attrition: Consolidation ensured almost every limo in popular culture was gonna be a Cadillac by the 1970s. Royalty was shuttled in these Cadillacs for decades, and they were the preferred mode of transport for the likes of TV’s Banacek.

Fisher Body’s formula was simple: start with a Cadillac Coupe DeVille (for that decadent C-pillar), repurpose the Sedan DeVille’s front doors, heavily modify the rear doors, and turn it all into something special for the upper crust of our upper class. While the downsized Cadillacs of 1977 lack the impressive footprints of their elders, they still made for fantastically decadent limousines. Downsizing their core competency paid dividends, as GM added fuel economy while subtracting bulk with precision. The company applied the strategy to everything from the range-topping Fleetwood Series 75 to the downright approachable Chevrolet Impala. The next generation of livery-spec Lincoln Town Car, rear-wheel-drive Chrysler, and GM SUV limos were still but a dream, but that was quickly becoming a reality.

The Fleetwood Series 75 formula that Fisher Body perfected worked quite well … until it didn’t.

Fisher Body bit the dust in 1984, a victim of GM’s need to right-size the organization in the face of a Rude Awakening. Cadillac made one last stab at custom-bodied glory by subcontracting Fleetwood Series 75 production to Hess & Eisenhardt, using the latest platform in GM’s arsenal: the downsized, front-wheel-drive Cadillac DeVille. The new baby ‘Lac promised high technology in an age that demanded it. Somewhat ironically, this progressive platform was also the last home of the wholly traditional Coupe DeVille. The demise of the rear-drive architecture ensured there was no other alternative for a Cadillac limousine. Perhaps the Fleetwood Series 75 should have died along with Fisher Body?

It is likely the outgoing DeVille was the best Fleetwood Series 75 that Cadilac ever made. No matter how you skin it, the demise of this Cadillac is a sad moment in history, one that’s regularly lost in a sea of contemporary success stories (Corvette, Camaro). The fact that the last day of rear-wheel drive, in-house, Cadillac Fleetwood Series 75 construction at Fisher Body’s Plant 21 was April Fool’s Day in 1984 is no joke—and neither is the following example from that same year. It is all business, all the time.

While it did not transport presidents (that was the job of the high-roof Caddy), this 1984 Cadillac Fleetwood Series 75 was used by the U.S. Secret Service as a lead car. Running ahead and clearing paths for Presidents Reagan and Bush was no small feat, and this limo still looks ready for service, even if it will be seeking a new, civilian home at the Mecum Dallas auction.

While we may never know all the modifications the Secret Service made to this particular Fleetwood Series 75, the seller provides documentation proving the original owner was indeed America’s Department of Homeland Security.

The auction description goes further, suggesting this limousine was “utilized in overseas motorcades.” Such usage would be ample reason to add high levels of ballistic protection under the taut, stamped sheetmetal of Cadillac’s exclusive D-body. But that shiny black paint will never tell, and Mecum has no information or photography to help us discern whether Cadillac’s HT4100 engine passed muster with the Secret Service back in 1984 or if a new engine was put in its place. (EDIT: Turns out these Limos still ran the big block, displacement on demand, V8-6-4 engine.)

You never know, this could be is an older Fleetwood Series 75, sporting newer interior/exterior bits to modernize the look. This would not be the first time the Secret Service did such OEM+ modifications to a presidential fleet vehicle. One thing’s very likely, however: The newer Goodyear Regatta whitewalls are unlikely to protect and serve like the original rubber did when in service.

Clearly we must look inside to understand what makes this particular Fleetwood Series 75 so special. There are numerous Presidential Seals embroidered within the Caddy’s blue interior, which omits the (optional) privacy partition between the seats. The folding rear jump seats remain; they likely aided the Secret Service in their activities, much like the microphone on the rear door and CB radio below the climate control unit. Since this is a Cadillac, that HVAC control panel is computer-controlled, with an electronic tape deck perched above it for everyone’s entertainment. When off duty, of course.

Entertaining the right rear passenger was paramount for all Fleetwood Series 75s, as this is (usually?) where redundant controls for the radio, power windows, and HVAC reside. They certainly came in handy when one didn’t feel the need to make conversation/eye contact with the driver, plus most everything was tucked neatly below that Coupe DeVille–derived quarter window in a wood-rimmed nook topped by a sliding door. Odds are the Secret Service retained these factory-bestowed goodies, or at least one can hope: the right rear seating position possesses the most impressive technology one can enjoy in a Cadillac.

This rear-seat climate-control feature stood the test of time: Be it newer Cadillacs or any other luxury vehicle, such as the Lexus above, the handiwork present in Fisher Body’s Fleetwood Series 75 inspired a new generation of luxury motorcar. Which is great, but there’s only one original. And sometimes it is worthy of a presidential motorcade.

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Monterey Car Week provides opportunities to see some of the most exclusive and expensive cars on the planet. The ones parked on golf courses at shows like The Quail or the Pebble Beach Concours d’Elégance are next-level stuff, no question. But ask people who have been going to Car Week for years and they are quick to point out that the local cars, or the ones that actually drive hundreds of miles to attend Car Week, are often just as interesting (if not even more so) than the ones at the fancy car shows.

Here are a few favorites seen parked around Monterey. Since there were no car cards handy, I’m taking my best-educated guess at model years:

1966 or 1967 International Harvester Pickup

What is it? The C-series International Harvester Pickup dates back to 1961, and lasted until 1970, so this example came roughly midway through the model run. The C-series was produced in various sizes and capacities, including one of the first crew-cabs, which International called the Travelette.

Why do I love it? Trucks like this simply don’t exist outside of California. The Tow-Mater style patina was irresistible. While most of the paint was burned off, there was just a light coating of surface rust, almost like a suntan, in its place. There didn’t seem to be any structural rust at all. Whether you’re hauling surfboards, dirt bikes, cantaloupes, or anything else, it’d be difficult to go wrong with this handsome old truck.

1970 Datsun 240Z

What is it? First year examples of the classic Z-car are easily spotted by the pair of small vents below the rear window. This is the car that put Japanese sports cars on the map in the U.S. and everywhere else.

Why do I love it?  As 240Zs move upward in price, it’s getting more unusual to see them used, enjoyed, and street parked. This one was sitting in downtown Monterey, looking like something you’d see in the background of your favorite episode of “The Rockford Files.” The paint on this one appeared to be original, and the slotted mag wheels were probably added by the original selling dealer to add a little more profit to the Z-car’s ultra-reasonable $3,500 original MSRP.

1952 Hudson Hornet

What is it? Hudson built some of the most interesting cars of the early 1950s. Their step-down chassis gave them a lower center of gravity than competing American cars, they handled better, and thus dominated NASCAR.

Why do I love it? This example appears to be a vintage California custom—the roof has been mildly chopped and it’s riding on what looks like a set of early 1970s vintage Pontiac Rallye II wheels. The two-tone paint looked like it last had a shine during the Nixon administration, and I wouldn’t change a thing.

1971 Alfa Romeo 1750 GTV

What is it? The 105-Series Alfa Romeo coupe debuted in 1966 as the Giugiaro-designed Giulia with a unique step-nose design and 1600 cubic centimeters of displacement. This facelifted car dispensed with the step-nose, and added quad round headlights and a new 1750-cc engine.

Why do I love it? These Alfa GTVs are so achingly handsome, they handle beautifully, and sound great. This one looked really special in its super-shiny Yellow Ochre paint, which is a dead-ringer for one of my favorite Porsche colors, Bahama Yellow. It was probably one of the handsomest Alfas I saw all weekend.

1975 Cadillac Eldorado

What is it? The mid-’70s Eldosaurus was probably one of the most audacious Cadillacs of the pre-downsizing era. Weighing in at an SUV-like 5,106 lbs., it took an 8.2 liter/500 cubic inch V8 to motivate it. In true Malaise Era fashion, said engine produced only 190 hp. Oh, and it was front-wheel-drive.

Why do I love it? Two words—steer horns.

2001 BMW Z3 3.0 Coupe

What is it? The original Z3 was a lovely little roadster. Like other open BMWs of the time, it suffered from its share of cowl-shake. The addition of a breadvan-like fixed roof to the Z3 solved the structural rigidity issue, and added a bit of practicality to the mix.

Why do I love it? These are super quirky cars, and perhaps second only to the BMW 2002 in terms of having a genuine cult following. They’re affectionately referred to as “clown shoes.” BMW sold very few of them in comparison to the roadsters, so they’ve always been rare sights, and this one, parked on the grass at PCA’s Werks Reunion, looked absolutely gorgeous in spite of its indicated 200,000 plus miles.

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As you may have in Part 1 of this road-trip story, my wife, Romanian street dog, Fiat camper, and I trekked three-fifths the way across the country from our home in North Carolina to the town of Wishek, North Dakota. Why? Not in order of significance: family, junkyard, and a few 125th-anniversary-of-German-settlement festivities, namely a pair of parades. With the glorious junkyard already visited and the family activities rambling along in parallel, parade preparations were looming. Of course, there would be unmissable festivities sprinkled throughout. I vowed to do the best I possibly could to help ready three vehicles for an hour-and-a-half idle-crawl through hot, candy littered streets. Of course, not at the expense of missing the Dakota Rangers polka band or big winnings at chicken poop bingo!

So, what would need to be prepared, exactly?

In my family we are blessed with cars and cousins willing to drive them. I am one such cousin. We gathered in an old Studebaker dealership’s accessory building. First and most importantly came a 1909 Buick Model 10, followed by an almost finished 1958 Impala convertible restoration, and finally an incorrigible 1956 Eldorado drop top.

Before I tell you about driving the Buick, allow me to dive into a bit of family history on this prewar item: Back in the mid-1940s, my grandfather bought a small country bank. Included in the sale was likely the first car to reside in town: a dull grey, 35-year-old Buick. Through today’s lens, I guess it would be like buying a house with an ’87 Century in the garage.

At that time, however, the car had already managed to escape transformation into an artillery shell in both World Wars. The family seemed to agree that it deserved to live on, so when my grandfather sold the bank to my uncle, the Model 10 came with it. Over the years it received an engine overhaul, slick white lacquer, six-volt electric start, and a good bit of carpentry to keep it fresh and usable. If the Buick could make it to the parade, I would get to drive it—what an honor! Getting this relic ready would be priority #1, followed by bingo at the gym and the vintage tractor pull behind the John Deere dealership directly thereafter. Big day in store!

The Chevy and Cadillac should need less, I wagered. They’re nearly a half-century newer, right?

I started my first “work day” off on the wrong foot by staying out too late the night before. The famed Johnny Holm Band was playing at the iron yard and the whole crew was out. How could I miss such quality family time? Immune to early morning tiredness after a late night—probably due to years of practice on hunting and fishing expeditions—my uncle called me at 7:30 a.m. to ask what time we should meet at the shop. That’s North Dakota speak for “you’re already late.”

I made a Bosnian style coffee—water straight in the grounds—and left the camper on foot for the shop. I guess time had gotten away from me, what with all of the junkyarding and Bon Jovi singing. The reality of needing to prepare three cars for a parade, in as many hours, seemed suddenly daunting.

First order of business was obviously the Buick. My uncle and I tag-teamed it by filling the diff, oiling the exposed valvetrain, and sampling a bit of fuel out of the petcock next to the bent iron tube they called a carburetor. It was rancid and sticky but still probably better than the combustibles available 114 years ago. With those maintenance items done and the brass gleaming, we flipped the magneto switch and hit the starter. Rather than a satisfying light-off, it was clear that the most beloved of the four cycles—bang—was not happening. In its stead was a constant stream of pickled gasoline running out of the carb and onto the cement. For the moment, we left it there to think about what it had done.

We moved on to the Impala. The beneficiary of a slow yet thorough restoration, the Chevrolet had in a previous life served as long-range rifle target out on the prairie. Now, with gleaming Tropic Turquoise paint, it at least looked parade-ready. Well, almost: It was missing its continental kit and fender skirts which I was frantically trying to attach in a near headstand position. My millennial mind really has no firsthand experience in how such antique J.C. Whitney accessories are supposed to be installed, but after a two-towels-jammed-between-the-undersized tire maneuver, rattling wheel house, and twenty minutes of wrenching upside-down with a pounding (sleep-deprived) headache, I was confident enough that the kit and skirts would remain attached at five miles per hour for no longer than two hours. Any longer than four and I’d have to call a doctor.

Upon first fire, the Cadillac gave every reason possible to give up on it and focus on the Chevrolet. There was simply not time for its complex problems of pinging, premature shifting, and low oil pressure. So we moved on and decided to address it for parade #2. Sorry, Caddy!

While we let the 348 big-block come up to temperature in the shop, coolant started to belch out from underneath. Something was amiss in an area that I couldn’t even see. The day’s event calendar revealed that perhaps I should just bail and go see the Looney Lutheran Ladies performing outside of the auditorium instead. No, no, we must push on.

I took off the body bracing under the radiator to reveal a loose lower radiator hose, easily tightened. Without so much as a full warmup cycle to validate, the ’58 was on the way to the parade staging area. Nothing terrible happened on the way over, so I walked back to the Buick to focus my efforts there. My uncle, having beat me there, discovered that the magneto switch has three positions. Two of them apparently did nothing. The third, however, kick starts this 1909 industrial-grade mosquito fogger. I was then given the Cliff’s Notes on How to Drive a Pre-War Right-Hand-Drive Buick for Dummies: Left pedal is for reverse. Middle pedal pushes in to go forward. Right pedal to stop. Inner stalk on the throttle quadrant handles ignition timing. Outer stalk: throttle opening. Don’t touch the levers on the right. Got it? I was then turned loose on a 114-year-old Buick.

Together we rattled and shook cautiously, yet very proudly, down the streets. With every four way intersection—none of which have stop signs, only the old German “rechts-vorfarht” right of way rule—I frantically looked for traffic while trying to remember which pedal I would need to jab in an emergency. At the staging area, I received a quick lesson on how to pull over mid-route and fill the brass radiator. Noted. My wife, uncle, and aunt took over candy chucking duties as I was already overstimulated by the controls, responsibility, and what the local newspaper spread would look like if a wrong-pedaled it over a cat, through the cavalry, or maybe even into the chopping Hemi-powered street rod in front of me.

With the parade now underway, the smoke from the Buick was immense. I thought briefly about all of the children running into the dense hydrocarbon fog to retrieve our tossed Tootsie Rolls. The kids will be fine, I decided. After all, we were fine, weren’t we?

I glanced back at my cousin in the momentarily stalled ’58 Impala, which was receiving emergency idle screw adjustment by a parade watcher with a pocket knife. That made me question my assessment, if only for a moment. From my vantage point in the Buick, we were doing pretty great.

The Buick and the Chevy made it through the entire parade route both days with minimal protest. And, not to worry, I did make it to bingo—both chicken poop and regular style—saw three more concerts, bought a belt buckle at an auction, practiced my regional German, went to the tractor pull, a car show, a vintage tractor show, a photo exhibit, bought a raffle ticket for a gun and a dragster, and stuffed myself with food truck offerings. All solidified great memories with my family. After cleaning up the town, packing up the camper, and driving three days back to North Carolina, it was finally all over. Just 25 more years to get ready for the next one!

***

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Here’s an Automotive Journalist Hard Truth: You get jaded in this line of work. Not by choice, and not all at once, but it does happen. Talk to anyone who covers this world in some capacity, and I promise you there is a car they used to go nuts over that barely elicits an, “Oh, that’s cool,” now. One day, the car you used to obsess over rolls past, and you don’t even attempt to take your phone out.

I palmed my iPhone Wednesday afternoon as I stepped onto the tarmac at the Monterey airport. Force of habit, but also a test run, spurred on by uncertainty over how many times the device would escape its fabric prison to help freeze a moment in time over the next six days. Optimistically, I hoped that Monterey Car Week would prove to be an antidote for an enthusiasm that had been somewhat tempered by the rolling pin of life. Truthfully, I wasn’t so sure.

Once I got home and had a bit of time to decompress, I checked my photo roll from Wednesday to Sunday evening: 1246 photos, 58 videos. On my DSLR camera, the cards read north of 5100.

At the risk of stating the obvious: There is absolutely nothing like Monterey Car Week. For roughly seven days, the winding roads and towns nestled into the misty coastline of Monterey, California explode with a crop of cars so rich and so diverse that you feel like you got dropped into a David Attenborough documentary blended with Pixar’s Cars franchise. Everything, and everyone, everywhere you look, bleeds passion for the automobile in a truly heartening way.

Things crystallized for me before the first morning’s breakfast reached my gut. I was a guest of Cadillac this week, and our first full day there involved a cruise up and down the Pacific Coast Highway in the brand’s svelte debut EV, the Lyriq. As we rolled away from the hotel and towards historic Highway 1, I began to notice the cars lining the streets. They weren’t exotic metal, but rather, ordinary cars, helmed by perfectly ordinary people.

Trucks with folding chairs and coolers in the bed. Camrys with the trunks open, inhabitants folded into only semi-comfortable looking poses. Some had cameras, sure, but many more were simply there to gawk at whatever came rolling around the bend, hoping to catch a glimpse of something that got their heart pumping.

And they had no shortage of choices to get excited over. During our 100-ish-mile tour, we were passed by everything from vintage Camaros to a McLaren F1 GTR Longtail (!!!) to a Bugatti Chiron to a handful of the historic vehicles that would take their rightful places later that week in the Pebble Beach Concours d’Elegance, Car Week’s marquee event.

Everyone at the wheel of a significant car—and you can set your own parameters for that qualification—was full of smiles, ready to wave to those posted up and watching. The egalitarian nature of the cruise sat in my brain like a happy marine layer; sure, that Ferrari 250 GT SWB might be worth several million dollars, but no price tag can buy it a pass around the ratty Miata two cars ahead. Might as well sit back and enjoy the processional. A smile and a friendly wave don’t carry a transactional value—they’re just acknowledgments of the common bond between those who scraped to buy one car they enjoy and those whose collections fill entire warehouses.

The next day, I had the chance to attend the Porsche Werks Reunion, a marque-specific show held on Friday at the Monterey Pines golf course. The free-to-attend event (there’s a fee for parking inside the event, but plenty of folks found nearby lots to walk in from) is unmitigated Stuttgart, celebrating the brand’s rich history, passionate owners, and rabid fans.

We enthusiasts are remarkably tribal, a reality that both fuels and stymies enthusiasm for the automobile. You’d think the parking lot of a Porsche event would hold, well, Porsches. And it did—several hundred, by my unscientific estimation. But it also held Lamborghinis, Ferraris, drift-ready Nssain 240 SXs, lifted Toyota Land Cruisers, heavy-duty pickups, and bone-stock 2022 Nissan Altimas. It felt like an armistice had been called between the factions; everyone just wanted to see cool cars.

There was no armistice at the Rolex Monterey Motorsports Reunion, however. Seeing aces like Ron Fellows slicing through the fields of unforgettable race cars blew me away. So much so, in fact, that I’m writing a separate story on it. Stay tuned.

Of course, Monterey Car Week is centered around Sunday’s Pebble Beach Concours d’Elegance. This year, the swanky show featured 200 cars spread across 27 classes, each celebrating an automotive milestone or highlighting some of the hobby’s grandest eras. The night before, I dialed up Eddy Eckart’s story from last year’s event, which read as a lovely ode to the diversity of the hobby. I was hopeful that the following day would bear similar fruit for a first-timer like me.

I didn’t have to wait long to find my answer. Running on precious few hours of rest, I headed to the bucket-list golf course well before the sun rose to experience Dawn Patrol, one of the Concours’ grandest traditions. I watched as icon after icon rumbled past and headed out to take its place on the lawn.

Buzz and daylight grew in unison as the festivities got underway. Flush with a hearty breakfast and an unmentionable amount of coffee, I headed out to walk this year’s crop. Hand up, I’m not all that familiar with prewar cars, which are often considered the hallmark era for the event. But as I wandered among the preservation-class Packards and the gleaming chrome of the Figoni coachbuilt exotics, it was hard not to get caught up by their exquisite craftsmanship.

I wasn’t the only young enthusiast taken by these beasts, either. Scores of young folks that I would have expected to find swarming the 1994 Lamborghini Diablo SE30 Coupé were also taken by machinery that predated them by several decades. Phones were out everywhere I turned, busy snapping pictures. More impressively, plenty of folks were stopping to ask owners and handlers more details about the cars before them, curiosity trumping generational divides.

As the day drew to a close and confetti cannons emptied over the fenders of the 1937 Mercedes-Benz 540K Special Roadster that ultimately took home the coveted Best of Show award, I finally stopped to catch my breath. The cars filtered off the lawn and a single-file line of heroes headed back to waiting transport trucks. I flipped through my phone, trying to re-sear the stunning machines into my psyche. Some of the cars will stick with me forever, others will undoubtedly be relegated to the program that snuck into my suitcase before making the flights home. So it goes.

Strip away the dizzying auction results and the unspoken exclusivity that surrounds so much of this week. When you evaluate what’s left, you’ll see that dollar signs aren’t the metric to use. Rather, check your camera rolls. Hiding among the throngs of photos and videos, the conversations and the moments of exclamation, you might just rediscover that child-like exuberance that first led you to pick up a wrench, a magazine, or a set of keys.

I know I sure did.

***

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I’ve always loved the 1970 Cadillacs. Chalk it up to riding in a copper 1970 Fleetwood Brougham on a school field trip back in first grade, and also by my friend Laurie Kraynick’s fantastic Lucerne Aqua ’70 Fleetwood Brougham, affectionately named “The Ark.” But let’s face it, they’re easy to love. They’re so pretty!

Despite their gorgeousness and luxury, however, 1970 marked relatively minor changes for the Cadillac model lineup. The previous year, all Cadillacs were redesigned except for the Eldorado, which lost its hidden headlights and gained a new grille, wheel covers, and received other slight changes.

For 1970, 238,745 Cadillacs were built, which set a record at the time. However that record would be surpassed yet again in 1973. Despite that model year record, sales were down quite a bit for the calendar year, thanks to the famous GM strike that began on September 14, 1970.

However, since the 1971 Cadillacs were introduced on September 29th of that year, the strike mostly affected ’71 models, which were totally restyled. That includes the Eldorado, which gained a convertible model.

But we’re talking about 1970 models today, not ’71s, aren’t we? Specifically, the Coupe de Ville, which was a marvelous conveyance and suitable for wafting lucky folks to the theater, supper clubs, and golf courses in style. Before options, the 1970 Coupe de Ville had a factory price of $5884 ($46,358 today); 76,043 were built for the model year and each had a curb weight of 4650 pounds.

The most popular de Ville for the year, however, was the hardtop Sedan de Ville, which sold 83,274 copies. Least popular was the pillared Sedan de Ville (with a more formal roofline reminiscent of the Sixty Special and Fleetwood Brougham), which sold only 7230 units. Even the de Ville convertible sold more—to the tune of 15,172 cars.

All Cadillacs except for the Fleetwood Eldorado Coupe had a 472-cubic-inch V-8 with 375 horsepower; the ’70 Eldorado had a 500-cu-in engine, which was exclusive to it that year. That engine produced an impressive 400 horsepower. Not bad for a luxury car, eh?

I saw this gorgeous example at the South Park Mall car cruise in Moline, Illinois, a decade ago on August 4, 2013. I should have taken even more pictures of it, but at the time my camera had a relatively small memory card, so I had to be judicious in my photo allotments. Especially at big shows. But it was my favorite car at the event, resplendent in Lucerne Aqua Firemist.

I was reminded of this car because I saw it again just today at a cars and coffee event at The Tangled Wood in Bettendorf, Iowa! Although it was lowered and is now sporting wide whitewalls, it has to be the same car.

I was happy to see it again, though I must admit I love it a little more in the factory-fresh pics I took, with proper ride height and narrow whitewalls. (Fear not. I will be writing about  that black 1965 Fleetwood Brougham parked next to it very soon!)

So, until next time, ladies and gentlemen, keep Broughaming on. And always tip your bartender.

***

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It sounds like the preface to an archaeological tale. Long before the dawn of the modern SUV, those who needed to lug kids or a lot of stuff roamed North America in station wagons. Within what is now a lumbering, nearly-forgotten segment existed a rare but compelling subspecies: the performance wagon.

Few marques offered a sporting trim on their longroofs, but savvy buyers knew what to do. If you wanted a 440-cubic inch big block and heavy-duty suspension underneath your Dodge Polara or a 428 with a four-speed manual in your Ford Country Squire, you just had to tick the right boxes and you could spec some fun into your family hauler. Though subtly powerful, full-size, body-on-frame wagons such as the Buick Roadmaster went extinct in the ’90s, Dodge and Cadillac saw enough opportunity in the market to inject some life into the V-8 longroof lineage in the 2000s, if briefly. The Dodge Magnum and Cadillac CTS-V wagon are two very different animals that achieve similar goals, and both are now collectible in their own right.

Debuting in 2005, the same year as the Chrysler 300 and a year before the return of Dodge’s venerable Charger, the Magnum rode on Chrysler’s LX platform. These were the beginning of some heady years for Chrysler’s full-size cars—gone was the oh-so-’90s cab-forward design, replaced with more familiar American sedan architecture that dipped its toe in fashionable-for-the-Aughts retro design. (That said, the Magnum is perhaps the least retro of all its siblings.) And, perhaps most importantly, the Hemi V-8 that had returned in 2003 found its way underhood at the Magnum’s debut.

The 340-horse 5.7-liter Hemi V-8 that came with the R/T trim hustled the big wagon to sixty in under six seconds, within sneezing distance of the new-for-’05 Mustang GT’s 5.1-second sprint. Contemporary reviews even lauded its roadholding, or were at the very least impressed that such a hefty wagon could grip the way it did. The Magnum managed this while offering more legroom than a Chevy Tahoe and boasting cavernous storage space to boot. It did suffer from poor interior quality, however, with a sea of cheap-feeling plastic throughout the cabin. The pillbox windows did little for overall visibility.

But Dodge bet that Magnum buyers were more interested in the car’s character than minor considerations, such as how well they could see out of the car. To wit, the company went all-in on the Magnum’s personality amplification for 2006, rolling out the 6.1-liter, 425-horse V-8-powered SRT-8. Along with quicker acceleration and bragging rights owing to its 13.6-second quarter mile time, the SRT-8 received upgraded seats, 20-inch wheels, larger Brembo brakes, uprated dampers and stiffer suspension components, and a throatier exhaust. Between both V-8 optioned cars, the muscle wagon was definitively back.

The effect was noticeable on the sales floor, too—Dodge moved more than 50,000 Magnums in 2005 alone. For the 2008 model year, the Magnum received an updated interior and a front end restyling that more closely resembled the Charger. Unfortunately, the Magnum’s life was about to be cut short. Not long after the freshened cars hit the showroom, Chrysler announced in late 2007 it was canceling the Magnum. Given its healthy sales and that the Chrysler 300 soldiered on till now and the Charger has thrived, the Magnum may well have had a few more good years in it.

Despite healthy production numbers for the R/T, finding a sharp, unmolested example can be a challenge. Sourcing the much rarer SRT-8 is harder still. Prices, though, are very reasonable, and are only slowly increasing. A #2 (excellent) condition R/T model can be had for $16,000; a similar-condition all-wheel drive R/T model will fetch $1400 more (#2-condition Charger R/Ts, both rear-and all-wheel drive, come in at $15,800). If you’re looking for a top-dog SRT-8, a #2 condition car slides in just under 30 grand. Either is a big, throaty muscle car option that just happens to be able to haul stuff.

Interest in the Magnum based on insurance quotes sought from Hagerty skews toward boomers, at 45 percent. Gen X follows at 29 percent, and younger enthusiasts make up about 18 percent. These proportions have held relatively steady over the last three years, suggesting that a change in value driven by refreshed interest in these cars is unlikely to occur anytime soon.

In contrast to Chrysler’s pivot to rear-wheel drive roots and retro styling with its full-size cars, Cadillac’s Art and Science design and CTS model were at the core of the brand’s effort to reposition itself as an alternative to Mercedes-Benz and BMW. The second-generation CTS sedan rolled out in 2008, with the Sport Wagon following in 2010. Cadillac’s performance-oriented V-Series models, which took aim directly at AMG and BMW’s M, came soon after, with the second-gen CTS-V sedan debuting in 2009 and the CTS-V wagon in 2011.

The sedan—and subsequent coupe—were impressive, but the CTS-V wagon stole the show. The 556-hp 6.2-liter LSA V-8 was backed by—joy of joys—a Tremec 6060 six-speed manual transmission. Yes, a six-speed automatic was available, too, but at the time you could count the available big wagons with manual transmissions on one hand and have four digits left over. MagneRide dampers helped ensure a balanced driving experience, and massive brakes woah-ed the two-ton wagon down as well as many sports cars. Cadillac had created a unicorn.

A bruiser if there ever was one, the CTS-V wagon got to 60 in the low fours and crossed the quarter in 12.5 seconds. The sedan version cracked the eight minute barrier at the Nurburgring, and while it was marginally heavier, the wagon didn’t lose much in the way of handling. While they do feel their weight, they’re agile and incredibly capable.

Having spent years with not one, but two CTS Sport Wagons, I can attest to the Caddy’s practicality. It’s unlikely anyone’s going to go get lumber in their now-quite-valuable CTS-V wagon, but you certainly could. Rear seat room is a bit tighter than in the Dodge, but the front seats (either base or Recaro) will happily accommodate occupants of almost any size. The interior isn’t opulent, and some surfaces feel more entry-level than the Cadillac’s European competition, but it’s cleanly designed and a comfortable cruiser.

Unicorn, though, is the operative word. As much ink as wagons get from auto writers, the modern new car buyer just doesn’t know what to do with them, much less niche models with massive horsepower and three pedals. CTS-V wagon production reflected that—from 2011-2014, only 1767 examples were made, 514 of which were manuals.

The modern car collector, on the other hand, knows well what to do with such a car. Values for the CTS-V wagon started their rise in 2019, a mere five years after production stopped, and well before the pandemic took the collector market to new heights. Today, a #2 (excellent) condition CTS-V wagon comes in at $91,700, up five percent even over the last quarter. As would be expected, manual transmissions command a strong 15% premium over automatics.

Unlike the Magnum, the CTS-V wagon has healthy interest from younger generations—a full 40% of quotes sought come from gen Z and millennials. Gen X represents a similar proportion of interest to the Magnum at 26%, while boomer interest is at 25% and receding. Over the last five years, the CTS-V wagon has placed itself in the modern collector firmament, and the demographic interest suggests it’s poised to stay there.

Despite the valuation differences between these two cars, both of them offer an experience that’s tough to find in the collector car world. People often characterize early SUVs as useful classics, but the Magnum and the CTS-V wagon arguably fit that bill more precisely. There aren’t a lot of models that offer muscle car thrills and can comfortably fit four people with all their luggage on a long trip. These last American muscle wagons are hard to beat.

***

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Via Insider

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The joy of being a consumer in the Greatest Nation in the World is in the fact that we can have our cake and eat it too. Well, provided we don’t dig too deep into the sad reality of our situation, as I recently did when treating myself to a new suit. Personal health goals made the gift to me a reality, but someone who makes a big deal about car design on the Internet should probably look the part, too. Fashion in general is spiritual window dressing, but Fast Fashion is a problem for all. So I did a little online window shopping, seeing what all the fuss is about without contributing to our society’s demise with a foolish purchase.

I checked out the latest Chinese fashion app, the website of that Spanish fashion retailer found at my local mall, and traditional offerings from physical locations of various price points. (Time was of the essence, so no custom stuff for me.) I wound up buying a more expensive suit from an American brand sporting a webpage that’s littered, so to speak, with unabashed greenwashing. For those who don’t know, greenwashing is the practice of misleading the public about a company’s environmental impact, a derivative of the more common practice of whitewashing one’s sins for improved public perception.

Greenwashing is a fantastic feel-good sales tactic, as it lets us continue to design/manufacture/purchase whatever we want with fewer consequences. The fashion industry, fast or otherwise, is a dicey proposition: the American brand I chose gave me a suit with an admirable amount of recycled materials, but they are likely greenwashing with a consortium of questionable utility. It’s a utility not unlike that of buying a 2025 Cadillac Escalade IQ, the latest EV from General Motors.

We can’t have our EV cake and eat it too, as seen by the Escalade IQ’s massive 200-kWh battery pack (similar to that of the Hummer), and its prestigious 750-horsepower punch. Nobody in this country fetishizes the utilitarian, downright noble demeanor of Nissan’s Leaf (even if they probably should). Nissan’s EV is the equivalent of thrift store shopping for fast fashion, while everyone else lusts for a vehicle that meets both their needs and their aspirations.

The somewhat affordable Tesla Model 3 (or any used Tesla at this point) is a mixed bag of intenders, including aspirational BMW 3-series buyers, torque junkie street racer/SCCA autocross types, and virtue signaling environmental enablers like the once-stereotypical Prius owner from 17 years ago. The cake analogy goes to full-on “let them eat cake” as the price tag climbs, because the new Escalade IQ might be the luxurious, high-performance, greenwashed Fleetwood Talisman of our era.

Enough with the cake analogy, you say? Perhaps instead let’s focus on how automakers make the nut these days. Well, at least those outside of China. We almost exclusively design/market/retail EVs on the merits of prestige. Call it a cult, call it a validation of concept forged by the 2012 Tesla Model S, but the parallels between fast fashion and North American EVs end when our collective wallets open. Because while you can wear fast fashion and sit in the back of an Uber Black, you should be full on Burberry to purchase a new one for yourself.

Oh, but we love this vehicle at any age, any price point. The sheer number of zip codes that fell in love with Cadillac’s rebadged GMC Denali luxurious take on the Sport Utility Vehicle was astonishing. Suburbs needed the big Caddy over the minivan. Big cities needed it for flash in areas with poor coverage from Land Rover’s once-frail dealer network. And anyone who needed a truck or custom van for hauling big toys now had a Cadillac for recreational activities. The impact of this vehicle cannot be understated, especially since it stuck out like a sore thumb in Cadillac’s portfolio from the Art and Design era.

No doubt, the runaway success of the Escalade, the Escalade ESV, and even the Escalade EXT was a big middle finger to Cadillac’s corporate planners and designers, as they were crafting a prestigious image intended to steal BMW’s glory. Which rarely worked, and is another reason why we love the Escalade. A stunning rejection of modernity is fun, and the “IQ” derivative will likely make a similar impact in the EV space.

It’ll certainly extend the Escalade as a brand to a new demographic, and could turn into a pop culture icon just as quickly as select Cadillacs before it. The Escalade IQ’s proportioning is distinctly long hooded, looking more like a cab-backward station wagon than any SUV before it. Gone are the “real” Escalade’s upright pillars, though the latest gasoline-powered greenhouse also distances itself from tradition. The A/B/C pillars presented here are almost Land Roverian, while the D-pillar is a clarion call to soccer moms in their Lexus RX crossovers.

The Escalade IQ’s front end has those same large swaths of blacked-out trim and a down-the-road graphic worthy of Cadillac’s other EVs (the Lyriq and Celestiq) for maximum brand recognition. Tesla fascias are surfaced to look cheap minimalist, and Cadillac clearly wants none of that.

Cadillac, as with most premium brands, also seeks differentiation with unique lighting elements at the rear. The Escalade IQ finally deviates from a posterior heavily derived from that of a Chevrolet Tahoe. It’s about as unique as yesteryear’s tail fins and blends nicely with the DNA present in its Lyriq and Celestiq EV sisterships. It’s a softer, more approachable Cadillac SUV. Or is it?

While the Escalade IQ’s overall design looks like it’s catering to a “softer” EV crowd, don’t let the contours fool you: Everything is festooned on a shockingly upright fascia. That nose will be just as intimidating to pedestrians as any GM truck, making it clear this American EV isn’t here for saving the world. It might greenwash better than the Hummer EV before it, but that’s a low bar to clear.

Instead, this is a greenwashed take on what Cadillac’s SUV has always done: be an aspirational purchase for millions of fans, a place of respect and admiration for all occupants, and exist as both a noun and a verb in pop culture. Making the Escalade go EV won’t change the mission; it will only add more fans to its gasoline-fueled base.

***

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There is hardly a metric in which the battery-powered Escalade IQ does not challenge or surpass the engine-powered trucks: horsepower, price, wheel diameter, touchscreen pixels, turning radius, aerodynamic efficiency. For a few years, the electric- and the gas-powered trucks will even be sold side-by-side in Cadillac dealers, paving the way for the biggest question of all: Does the electric Escalade still say what an Escalade should say about the person driving it?

The Escalade first appeared in 1999 as, essentially, a Yukon Denali. Cadillac rebadged the GMC in an almighty rush, because the Lincoln Navigator, introduced for 1998, was selling better than anyone expected. So what if Cadillac wasn’t about SUVs? It was a company, and it needed to make money. Car and Driver received the first Escalade with mild confusion. Yes, it was luxurious, but it was expensive and flashy, more like a statement of prestige for prestige’s sake than a truly excellent automobile. Turns out, a statement was exactly what people wanted.

Cadillac has since updated the Escalade four times. The debut locations of each generation are telling: Pebble Beach, California; Beverly Hills; Miami, Florida; Beverly Hills, again. An Escalade is a vehicle you aspire to own, to be seen driving in the money-flashingest cities. One interior designer even admits that the model name has even superseded that of the manufacturer, which reveals the purity of the Escalade line as much as the hodgepodge that is the rest of Cadillac’s portfolio. Cadillac said in June of 2020 that all its electric models would carry names ending in “iq,” a promise it fulfilled with the Lyriq and the Celestiq. The Escalade name, however, carries so much cachet that Cadillac couldn’t afford to alter it, said that same designer. The company decided to simply tack on “IQ” as a sort of acronym after the familiar name.

The electric Escalade unveiled in New York City, in contrast to its forebears, is a clean-sheet design—unless, of course, you happen to look, yet again, at the GMC stable, to find that the powertrain is shared with the Hummer EV. Perhaps Cadillac should have picked another phrase, because what’s remarkable here is not what is novel but what is not: Visual cohesiveness with Cadillac’s other two electric vehicles, the $60K Lyriq and the $340K+ Celestiq, and even to Escalades with catalytic converters.

You notice the size first: The Escalade IQ is wider than its fossil-fuel siblings, and just about as tall, only three inches shorter than the long-wheelbase ESV. Then, you’ll start to notice what’s different: The roofline droops front to rear. The grille has LEDs instead of vents. Those hallmark horizontal taillights are now two-piece affairs.

Chenxing Yu, aerodynamics engineer for the Escalade IQ, says that, while her team was able to touch the vehicle “literally everywhere,” it had to play within a box; the electric truck had to look like an Escalade. It also had to hew to the language set by the Lyriq and Celestiq, which explains why those taillights, which house “piano key” LEDs under a clear lens with an aero-optimized, sharp trailing edge, had to be broken into top and bottom sections. It’s what the other IQ cars do.

Sometimes, Yu’s team spent months going back and forth with the design team on the shape of a single component: For instance, the applique on the side of the rear spoiler that connects the spoiler to the rear glass. Aero wanted it to be bigger, chunkier; design wanted it to be slimmer, sleeker. In other areas, design got its way: The wheels, for instance, which would measure no fewer than 24 inches in diameter.

All of these changes reflect a more aerodynamic SUV. For an EV, more aerodynamic efficiency places less drain on the batteries, yielding a longer range. (Cadillac estimates 450 miles, though you can expect the EPA rating to be a bit lower.) Engineers aren’t yet allowed to share the final drag coefficient, but the 15 percent gain compared to ICE Escalades is more pertinent anyways: You can only make a house so appealing to the air.

The interior design team got the fun job of picking from the catalog built for the Celestiq, though it had to work with a $130K rather than a $340K starting price. The massive, 55-inch dash-mounted touchscreen was an obvious include, but when the designers put it in the electric Escalade, they discovered it was too narrow to fill the cabin. To add length, the screen gained a speaker on each end.

Carrying over the Celestiq’s two-spoke steering wheel design was a simpler affair, as was the radar system in the doors that automatically opens them when an owner approached carrying the key fob. Rear-wheel steering is another shared feature, although the Escalade has one party trick the Celestiq doesn’t: Arrival Mode, which is Cadillac’s version of the Hummer’s Crab Walk, in which all wheels spin in the same direction to pivot the vehicle almost on a dime.

A 200-kWh battery pack capable of 800V charging sits between those wheels. (Good luck finding a station with that level of zap, though.) Each pair is driven by its own electric motor. Direct comparison with the most powerful of engine-powered Escalades requires a bit of qualification: The electric truck can temporarily, under V-Max mode, produce a scorching 750 hp and 785 lb-ft of torque. The power that’s available from the motors all of the time, no tricks needed, is 680 hp and 615 lb-ft of torque, figures that fall a little below those of the supercharged V-8 in the $150K, limited-production Escalade-V: 682 hp, 653 lb-ft of torque, as long as there’s gas in the tank.

Bench-race the V with the IQ however you will, because in power and in price the IQ model is clearly a different breed than the naturally aspirated Escalades: They produce 420 hp and 460 lb-ft of torque. Hardly embarrassing, especially if you want to spend less than six figures and say that you drive a new Escalade.

Towing capacity remains as high as it has ever been: 8000 pounds. Air suspension is still available, and especially welcome for its aerodynamic flexibility: At speed, the vehicle will hunker down to reduce drag and squeeze out a few more miles. The system is complemented by version 4.0 of GM’s Magnetic Ride Control. Super Cruise comes standard.

Cadillac will start building the Escalade IQ in the summer of 2025, when production will move from Texas to Michigan.

Can Detroit build an electric Escalade to eventually replace the gas-powered one? The jury’s out until we drive it, and even after then: As with the original Escalade, the journalistic verdict is no guarantee of success or failure; your judgment carries the most weight.

***

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Here it was another Sunday, and I had yet to decide what car to write about for my weekly column. As so frequently happens with me, when in doubt, write about another Cadillac. So I decided to go back to the 1950s—again—with this fantastic 1957 Cadillac Fleetwood Sixty Special, yet another fine show car from the CLC Grand National show held on June 25, 2022 at the Westin in Lombard, Illinois.

I’ve already written about several cars from this show, and it’s certain I will write about more in the future. There were so many excellent cars there, and I love Cadillacs. Especially those from the 1950s to the ’70s. They were just so cool. After all, Chuck Berry sang about Maybelline in a Coupe de Ville, not a Henry J … or a Prius.

The 1957 Cadillacs were all-new and much lower and wider than the previous Caddys of 1954–56. Cadillac was king of the road in the 1950s, in status and popularity. As the brochure confided, “Take a new 1957 Cadillac—give it a home with a fine new American family—and, in no time at all, the car will become one of its best-loved members.

“Certainly, a new Cadillac would make a wonderful addition to your family’s happiness—and serve as a revealing tribute to your thoughtfulness.” Regardless of marketing hyperbole, Cadillac had a good year, with 146,841 sold in 1957, ninth in the industry sales rankings. Pretty good for a luxury brand.

The Fleetwood Sixty Special four-door hardtop, as in years past, was the finest “owner-driven” Cadillac you could buy, with a 133-inch wheelbase and overall length of 224.4 inches. MSRP was $5539 ($60,142 today), curb weight 4755 pounds, and exactly 24,000 were built for the year.

Interiors were appropriately sumptuous. There were 10 different fabric and leather-upholstered choices, just for the Fleetwood. Exterior enhancements included the ribbed stainless steel side trim on the lower quarter panels and “Fleetwood” letters on the trunk lid, flanked by inset backup lamps.

And we have to talk about the colors! Oh, they were so much better in 1957. Look at all those choices! You could order your Cadillac and have one like no other in town, depending on the model, color, and fabric selections you made. Indeed, you were totally spoiled for choice.

Our featured car is resplendent in Dusty Rose with a contrasting roof finished in Mountain Laurel. I thought it was just sensational looking, with the black-and-white interior a perfect match.

Under the hood of all new 1957 Cadillacs was a 365-cubic-inch V-8. In all models except the Eldorado, which had a slight horsepower bump compared to the others, the 365 was capable of 300 horsepower at 4800 rpm, breathing through a four-barrel Rochester carburetor. The Eldorados had 325 horses, thanks to twin four-barrel carbs.

And I would be remiss not to at least make a passing mention of the all-new-for-1957 Eldorado Brougham four-door hardtop. A super-luxury model, it cost more than $13,000 in 1957 ($141,054 today)—more than a Rolls-Royce. Only 400 were built. The one above is a 1958, butit’s  visually identical to the ’57 and owned by my friend Ron Schweitzer. I will definitely do a full column on it one of these days!

Once again, I have my friend and fellow Cadillac fanatic Jayson Coombes to thank for the pictures. This was a fantastic show, and I was on total sensory overload for most (if not all) of the day. I am slightly embarrassed to say I did not get even one picture of this wonderful Sixty Special that day, but I can explain …

You see, an equally magnificent 1960 Eldorado Seville two-door hardtop, finished in Persian Sand, was nearby, and after visiting with Jim Jordan a bit, my radar zoomed in on it, and I immediately scampered over to it, tripping over my tongue. About five minutes and 54 pictures later, it began raining, and I forgot all about the ’57, I am somewhat ashamed to say.

Fortunately Jayson was Johnny-on-the-spot and took all of the fine pictures you see here. So, the next time he visits the Quad Cities, surf and turf at The Cellar is on me!

***

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Sixty-eight years ago, Americans were spoiled for choice and style in their cars. Unlike today, where seemingly three-quarters of the population want something staid and “comboverish,” you could get all manner of snazzy cars in snazzy colors, ample body styles, and myriad options, wheel treatments, and fabrics. And in 1955, Cadillac was king of the hill.

For instance, at least in my opinion, it seems that three-quarters of new cars are of the style deemed “willfully ugly.” I remember Bill Mitchell saying decades ago that it costs as much to design and build an ugly car as it does a beautiful one. So where have all the beautiful cars gone? Well, last June many of them were in Lombard, Illinois, at the CLC Grand National meet.

In 1955, you could get any kind of Cadillac you wanted, as long as it was a car. Yes, a CAR. No sport utilities, no 4x4s, no crossovers. You could get anything from a Series 62 pillared sedan to an Eldorado Biarritz convertible, or factory-built Series 75 Fleetwood limo, complete with power divider window separating the chauffeur from the captain of industry in the back seat.

The snazziest Cadillac that year was arguably the Coupe de Ville. The model initially was introduced in 1949, an all-new body style dubbed the “hardtop convertible,” as the roof resembled a convertible with its top up when all the side windows were lowered. The most prominent feature was no B-pillar, to further the convertible look. But by 1955, the Series 62 two-door had adopted the same roofline, so the biggest differences between it and the Coupe de Ville was a plusher, brighter interior and gold-toned “Coupe de Ville” scripts below the rear quarter windows.

A total of 140,777 Cadillacs were built for the 1955 model year, which set a record at the time for the luxury make. The Coupe de Ville itself sold for $4305 (about $49,000 today) before options. Curb weight was 4424 pounds and 33,300 were sold.

The Series 62 coupe had most of the Coupe de Ville’s style but was a little less dear at $3882 ($44,195). Most expensive? The Series 75 Fleetwood Imperial sedan—Cadillac’s term for the formal limousine—at $6402 ($72,885). By the way, if you ever see a ’55 Series 75 Imperial limo, you should take plenty of pictures. Only 841 were built.

The new Cadillacs had only minor detail changes for 1955, as they had been totally restyled for the ’54 model year. All ’55s had the 331-cubic-inch V-8 under the hood. Bore and stroke were 3.81 x 3.63. Horsepower was 250 at 4600 rpm. Eldorados had 270 hp, thanks to twin four-barrel carbs.

However, any new Cadillac could get the 270-hp engine by checking the “Power Package” option for $160 ($1822) extra. Factory air conditioning was also available, for a princely $620 ($7058).

The most noticeable differences to the exterior of 1955 Cadillacs, compared to the outgoing ’54s, were a new grille with prominent “Dagmar” bumper bullets and a revised chrome side-molding that started at the front fender and moved down the flank in a continuous line until abruptly turning up just behind the front door on two-door models.

The ’54s had the same molding begin at the front, but it went straight back before ending before a heavy simulated chrome air duct at the front of the rear quarter panel. The ’55s took those two trim pieces and rather smoothly combined them into one trim piece. As I recall from one of my Cadillac books, GM designer Dave Holls created that for the ’55s.

Since there were only minor refinements for the year, Cadillac talked up its engine in the showroom brochures. It was the same basic 331-cu-in block, but back then it was constantly being refined. While the ’54 engine was 230 hp @ 4400 rpm, the ’55 version (as previously mentioned) was 250 @ 4600. And that was sans the 270-hp dual four-barrel carb option.

As the brochure relayed, “For 1955, Cadillac presents the most perfectly proportioned automotive power plant [that] science, skill, and experience can produce … with its new and far higher compression ratio of 9.0 to 1, it provides a tremendous reserve in performance, infinite flexibility under all driving conditions, and even more surprising economy of operation.”

But, of course, luxury was just as important as—if not more than—performance. The selling point of the pricier Coupe de Ville over the Series 62 hardtop was the interior. Again from the brochure: “Interiors are blue, tan, or green—tailored in patterned and metallic nylon and dark leathers.

“Also offered are three exciting and unusual new ‘glamour’ interiors, featuring a special V-pattern metallic nylon in black, green, or gold—set off by copper-tone, green, and white leather, respectively.” That latter gold-and-white interior is what our featured Coupe de Ville sports. And appropriately, this car is painted in Goddess Gold, though at first I thought it could also be Cape Ivory.

Cadillac buyers were spoiled for color choices in 1955, that’s for sure. Among the tempting hues were Mist Green, Azure Blue, Pacific Coral, Mandan Red, Bahama Blue, and Deep Cherry. With many contrasting or complementary interior choices available as well.

This was the next-to-last car I photographed at the CLC Lombard show. It was a fantastic day, and after dinner at Harry Caray’s inside the Westin, my friend Jayson and I moseyed among the parked show entries as we made our way back to my car for the trip home. I really loved this car, especially the colors. Cadillac could do no wrong in the 1950s, that’s for sure.

Once upon a time, America made cars like this. I missed it by 25 years, but I still feel a loss when I see a wonderful car like this. I think the 1955 me, if I existed then, would have loved listening to Fats Domino on the AM while driving a lovely cruiser like this.

***

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Lamborghini has finally revealed its SC63 hybrid prototype race car that will debut at the 2024 Rolex 24 Hours at Daytona in January, as well as race in the FIA World Endurance Championship races overseas. The reveal came at the Goodwood Festival of Speed motoring show in England this morning.

The GTP Lamborghini will compete next year in the four North American endurance championship races in the IMSA WeatherTech SportsCar Championship series, which are at Daytona, Sebring, Watkins Glen, and at the season finale, Petit Le Mans at Road Atlanta. Current GTP competitors are Cadillac, BMW, Porsche, and Acura. Additional manufacturers are expected to join the class.

The Lamborghini platform, which is built by Ligier, uses an all-new 3.8-liter twin-turbo V-8 engine that has been developed by Lamborghini engineers specifically for the racing program. The engine is a “cold V” configuration, meaning that the turbos are mounted outside the “V” angle of the engine which makes them easier to cool and to service. Furthermore, the “cold V” solution lowers the mass and optimizes the car’s center of gravity, Lamborghini says.

Said Stephan Winkelmann, Lamborghini Chairman and CEO: “The opportunity to compete in some of the biggest endurance races in the world with a hybrid prototype fits with our vision for the future of high-performance mobility, as demonstrated for road legal cars with the launch of the Revuelto. The SC63 LMDh is the step into the highest echelons and into the future of motorsports for our Squadra Corse.” Lamborghini currently competes in the GT classes of sports car racing, which won’t change.

This project follows the “Direzione Cor Tauri” strategy presented in 2021: A roadmap for electrification leading the company to hybridize the entire model range by the end of 2024, “enhancing driving emotions and performance at the same time.”

Drivers will be Lamborghini factory racers Mirko Bortolotti and Andrea Caldarelli, together with new drivers Daniil Kvyat and Romain Grosjean. The latter two have recent race experience in hybrids in Formula 1 and have been able to help the engineers to tune the LMDh system, specifically helping to design the steering wheel controls to allow the driver to control the necessary functions of the hybrid system. Additional drivers will be announced later this year. The Iron Lynx team will field the entries.

“This year marks not only the 60th anniversary of our brand, but also the tenth anniversary of Squadra Corse, Lamborghini’s motorsport division,” said Giorgio Sanna, Lamborghini’s Head of Motorsport. “Over the last decade we have achieved great results. Starting from scratch we have won some of the most prestigious endurance races in the GT category for our production-based racing cars. These include three class wins at the 24 hours of Daytona, and two wins in a row at the Sebring 12 hours. Now we are ready for what is our biggest step into the future of motorsport, measuring ourselves against the best manufacturers in the world.”

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I ’ve always liked finding cars in people’s yards out in the country. I like knocking on doors. That’s how we found cars where I’m from, a little town in North Carolina. Cars with maybe just a hint of the front end showing—that always gets me excited.

There was an old lady who had a Datsun 240Z in her yard. I had always liked the look of those—that long front end and the way they squatted when going through the gears. I’d walk by her place every now and then, and finally I knocked on her door and asked if it was for sale. It wasn’t, but she said it was her husband’s car and had been there forever. I gave her my number in case she ever decided to sell it. Then one day, I got that call. I went over there and we ended up making a deal. I was 14 and a half.

I was always tinkering with it, trying to get those dual carburetors right, but I never could get that thing to run to save my life.

Around that time, I got started in the entertainment industry. I signed on with the Ford Modeling Agency when I was 15, and I was with them for 25 years. I did mostly print ads and campaigns for big fashion houses—Versace, Dolce & Gabbana, Yves Saint Laurent—and I was featured in GQ. As an African American man, that was rare. But I made it, and I got to travel the world.

I lived a very clean life, and all during those years, cars were my high. I sold the Z after a while, but one of the first cars I got that I have held on to is a ’54 Bel Air, which I keep in North Carolina, where most of my family still lives. Today it’s part of my eclectic collection, mostly postwar American stuff.

I love the ’59 Eldorado Biarritz. It’s a lot of car, all [225 inches] of it. So much metal, so elegant, and it’s numbers-matching. And you can eat off it! The ’56 Eldorado isn’t far behind—that’s probably the classic I drive the most. It has the same feel as the ’59 but is easier to park. Driving the ’59 is like driving a bus, you know? When you turn, you better make sure you’re clear, because those fins might hit something. I don’t really drive any of the cars far, though. Mostly around Beverly Hills, or over to Bob’s Big Boy, or to a cars and coffee. Stuff like that.

My two boys are into cars, too. Morris is 18, an up-and-coming pop star, and he’s always driving our cars in his videos. (You can see them on his Instagram, @moneyxmo.) Bronson is 14 and behind the camera—a filmmaker who’s always shooting and producing. They’re both so creative, and both of them love cars. They’re always laying claim to the ones they like. Morris will say, “Well, Dad, you know the ’56 is gonna be mine.” And Bronson will say, “Well, Dad, you know the ’59 is gonna be mine. And the ’56 Lincoln, too. Morris can have the ’63 Lincoln.” Always picking favorites.

I have my own favorites, including my Morgan 3-Wheeler. It’s one of the finest cars I’ve ever owned. A buddy introduced me to them one day and let me take it out. I had such a blast in that thing. It was really something else. I love-love-loved it. I’m good friends with [former football player] Michael Strahan, who is a huge car guy, and he and I actually ended up ordering a pair of them. We take them out on weekends up the Pacific Coast Highway, into the canyons, and have fun with them.

Driving is what I enjoy, and I don’t really show my cars, but one day a couple of years ago, I was at the Original Farmers Market with my ’59 during a car show at the Grove, and I met [collector] Bruce Meyers. He came up to me and asked if it was mine. He said, “I know every car in this town, but I’ve never seen this one.” I’m around, I told him. Then he invited me to his show, the Rodeo Drive Concours, and said he’d love it if I would drive the mayor. I was like, who is this dude? But that’s how we met, and we hit it off. They put me in the concours magazine, and I even won a trophy.

For a while, I thought I was done buying. I’m very happy with what I have. Then I started teetering, you know, so I’ve been on the lookout. Now there are about 10 cars I’m interested in, mostly prewar. I’d really like to make them my own and do some customizing, because most of my cars now are pretty stock.

Now, when I was growing up in North Carolina, Camaros and Chevelles were the cars. My uncle, his friends, or somebody’s daddy always had one. I always said that if I ever made it in life, I’d get the best of both. And that’s what happened. Those cars represent where I’m from. And that I made it. Both are dream cars to the people I knew (and still know) back home.

If I’m being honest, my dream car is the one that runs without me having to crank it up every week to keep it running. But really, there are elements of every car I own that make up my dream car. I love certain things about all of them. It’s a blessing to feel that way.

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Ever since its founding in 1929, the Academy of Art University has championed the premise that nothing should preclude a student from developing their artistic skills. “When my grandfather established the school, he believed that regardless of a student’s race, socioeconomic class, country of origin, or anything else that might qualify a student as diverse, they should be given the opportunity to explore and grow their talents,” explains Dr. Elisa Stephens, the president of the Academy of Art University.

“His philosophy was that the world benefits by allowing all to become creative leaders. My dad, who succeeded my grandfather in leading the school, built on that philosophy by creating strong ties to the creative industry. We believe that working professionals are the best instructors for a student population wishing to turn their creative dreams into creative success. Our students build their skills and portfolios instructed by those who practice the skills that they teach, which includes professional artists, car designers, and auto restorers.”

Of the 126 different programs the Academy offers, the automotive-design program distinguishes itself by being one of only three such curricula in the country. Located in the heart of San Francisco and with a total enrollment of 10,000, students enjoy a cosmopolitan, larger-school experience not found at other institutions.

“San Francisco is so culturally rich, and artists love San Francisco because she’s so beautiful,” enthuses Dr. Stephens. “Every place you look, you’re inspired. We believe that it’s important to inspire the creative person into action and into working, and to keep them inspired. The environment in San Francisco does that.”

In addition to the design program, the Academy offers a degree in automotive restoration. Academy of Art University is the only professional art and design university to offer both design and restoration programs.

Wayne Barnes, the Academy’s automotive advisor, adds, “Most important for students in our automotive programs, we are surrounded by car culture. Everybody thinks of Los Angeles as the center of California’s car culture, but in San Francisco, we drive everywhere. We have great collectors in Silicon Valley. We’ve got great collectors in the North Bay, great collectors in the South Bay. We host the Hillsborough Concours d’Elegance, which is fabulous. We have a tremendous car culture here, and one of the reasons we started the car design program and the museum is that we felt San Francisco deserved it.”

The Academy of Art University Automotive Museum was founded in 2005 by Dr. Stephens’s father, Dr. Richard A. Stephens, to give students a design perspective that they would not be able to receive anywhere else. With access to a museum of rare and classic vehicles totaling more than 120 cars, students can study design and apply that sense of craftsmanship to their own artistic pursuits. Cars in the collection include design icons from Bugatti, Cadillac, Duesenberg, Packard, and more.

“Bringing in these classics helps train the eye of the students in car design and restoration,” says Dr. Stephens. “Students can see where automotive design originated and how it evolved. We live in a three-dimensional world, so it’s important that students can feel the car, walk around it, and not be constrained to the two-dimensional world of drawing, essential as that may be. The older cars expose the students to craftsmanship and design elements that we want them to realize and then improve upon for their own designs.” The museum is open to the public; to book a tour with a docent, please visit https://academyautomuseum.org/visit/.

The collection is constantly seeking new paths and as such, must constantly evolve. “As time marches forward, newer, more recent cars are now becoming classics,” says Dr. Stephens. “We want to diversify the collection to bring in cars that our students admired when they were young. For example, we get a lot of requests for the Datsun 240Z. We get requests for the first-gen Mazda Miata. Wayne and I want to broaden the collection and add these newer cars before they disappear.”

To realize this vision, the difficult decision was made to bring several of the collection’s cars to the Broad Arrow auction at Monterey in August. “It’s been an incredibly difficult decision, because we’re so deeply attached to them,” says Dr. Stephens. “It’s not always logical, because we’re drawn to cars emotionally.”

The standout of the group is the 1930 Duesenberg Model J Murphy Convertible Sedan. Its notable early ownership includes Academy Award–winning set designer, Cedric Gibbons, the designer of the Oscar statuette. The 1937 Bugatti Type 57C Atalante, chassis no. 57557, is one of the most famous designs on the Type 57 chassis.

Equally impressive and incredibly rare is a 1932 Stutz DV-32 Weymann Super Bearcat. The “Stutz SSJ,” as it is often referred to, was built on a unique short-wheelbase chassis.

Rounding out the group is the stunning 1934 Cadillac V-16 Fleetwood Aero-Dynamic Coupe. This highly important aerodynamic design is one of just five known surviving examples on the V-16 chassis. “Finding the vehicles that will replace these is our goal now,” says Barnes. “That’s a major focus for us, so that the students feel that there is forward motion.”

Aiding the Academy’s forward motion is its integration of artificial intelligence (AI) in its curricula. “We use AI across many departments, including advertising, industrial design, and game design,” notes Dr. Stephens. “We look at AI as an important tool in processing a vast amount of data to analyze consumer trends. But it won’t ever replace this creative spark necessary to design a pair of shoes for a woman that she falls in love with, or a chair that you want to dive into.”

Tom Matano, the creator of the Mazda Miata and head of the Academy’s industrial design program, agrees. “The thing about design is that humans are illogical, and our emotional attachment to the products that we use, the clothes we wear, the cars we drive, can’t be created by a machine.”

Another important aspect of the Academy’s mission is ensuring that the widest diversity of students has access to a creative education. “We do that by offering free pre-college art and design classes, starting with teens as young as 14, and regardless of prior experience,” says Dr. Stephens. “That allows everybody an opportunity, no matter their budget, to explore their artistic potential. We offer courses both online and onsite and make it easy for them to access us online.

“People always ask me, ‘What does the future of creative art and design look like?’” concludes Dr. Stephens. “My answer is that everything changes all the time, but it’s the emotional connections created by great works of art and design that are most significant. At the Academy of Art University, we are building on the strong foundation established by my father and grandfather to carry us into the twenty-first century.”

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“You’re the one who got me into the thing!” my friend hissed at me over mind-numbing Mai Tais at an LA dive. There was some debate over who had led whom astray, but we were actually celebrating, in a way, as we’d just sold a joint-project Cadillac during the 1979 oil crisis. After two years of toiling away on the 1958 Series 62 convertible and selling it for a small profit, we calculated that we’d earned $1.24 per hour on the car. Just enough to get us tipsy on rum. At that moment we hated life, hated each other, and most especially hated the car.

Even so, aboard that 19-foot land yacht we felt like royalty. Opulent throughout, the Cadillac apologized to no one for anything; it rode like a Diazepam dream and extended a middle finger of privilege better than any other car I’d known.

We found it on an LA side street in 1977. Once dazzling but now dented and dingy, it belonged to an elderly car salesman who barely shuffled to the door when we knocked. Clearly, it had been his favorite ride, yet now that he was on final approach, he sold it to us for $350.

That car sure was complex. Four power windows were not enough, for instance, so Cadillac included power vent windows, too. and 10 switches to power them all. Of course, not all of the switches worked. Further, the convertible’s hydraulic cylinders leaked fluid into the trunk, the electric clock worked sporadically, and the Delco Wonder Bar radio was reticent to locate stations.

As college students, we poured ourselves into restoring the Caddy with a Dutchman’s restraint. I sweated through installing an ill-fitting mail-order top and then sprayed the car Wimbledon White—a Ford color I liked—in a neighbor’s yard on a drizzly SoCal summer day. Soup cans may have gotten brazed over holes in the exhaust system, before we visited the barrio to have the torn leather upholstery replaced with bordello-red vinyl.

Then came my Cadillac coup de grace: new carpets. The budget kit included a large box of tacks, necessary to conform the flat material to curved floor pans, and in mere hours, I had the scarlet loop-pile hammered into submission. On the first drive afterwards, the electrical system somehow became quirkier than a smartphone dropped in seawater. Probably because I’d tacked through a wiring harness hiding beneath . . .

Finally, after too many months of frustration, we sold the Caddy to a father-son team for cheap. I’m glad they got it. But what they didn’t get was the cherry 1960s black-and-yellow California dealer plate we found in the trunk: “DLR 1.” At least that Caddy excelled at something.

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Last June, my friend Jayson Coombes flew up from Texas to visit me. Main goal: Attend the Cadillac LaSalle Club Grand National in Lombard, Illinois, and the Buick Club of America’s national meet in nearby Lisle.

It was nearly a once-in-a-lifetime event. Two national clubs with extreme Broughamish tendencies (i.e. giant Klockau magnet) would be less than three hours from my home base. Via several texts and phone calls, plans were hatched, and we decided it was worth it. We were going.

And then, lo and behold! I was woken up Saturday morning, the day of the grand event, by lightning. Nooooo!

But we went. It was far too late to cancel plans. We were determined Cadillac fanatics! A rainstorm chased us 2/3 of the way there, making visibility extremely poor when behind semis passing each other, going 0.0007851 mph faster than the other one. But we made it to the Westin Chicago Lombard unscathed.

It was raining upon our arrival at the Westin, but not too bad. We immediately spotted Jim Smith, my buddy who’s lived in Chicago his whole life and has attended every Chicago Auto Show since 1968.

Naturally we were as far as possible from the building when the rain started pouring. I’d been distracted photographing a Phantom Gray 1970 Fleetwood Brougham when it began. I stood under a tree for approximately five minutes when Jayson ran up, also seeking shelter. We stood there like idiots for about another 10 minutes when we wordlessly agreed to go for it and ran for the hotel.

But right next to that Fleetwood Brougham, and five feet from the tree I had been hiding under, was this fantastic Cadillac. A 1970 Fleetwood Eldorado.

It was spectacular in San Mateo Red with white leather and a white vinyl roof. Such a nice, cheerful color combination! It was initially my favorite car at the show. That would change frequently throughout the day, but I kept coming back to it. It was so pretty!

The ’70 Eldorado was the last edition of the original front-wheel-drive 1967 Eldorado personal luxury coupe. While it hadn’t changed drastically during its four years of existence, it did lose its hidden headlights in 1969 and got a new grille and wheel covers.

For its last appearance in 1970, it received a bolder, more heavily cross-hatched grille; Cadillac crests in the front turn signal lenses; redesigned, slimmer taillights; and other minor styling fillips. Oh, it also got a 500-cubic-inch V-8.

A 400-horsepower V-8 breathing through a Rochester four-barrel Quadrajet carburetor, to be precise. Yowza.

As the 1970 Cadillac brochure (of course I have a copy!) stated, the Fleetwood Eldorado was “one designed for the motorist who desires unusually spirited performance, individual styling, and all the elegance and comfort for which Cadillac is renowned.

“Eldorado’s exclusive, new 8.2-liter V-8 engine (500 cubic inches of displacement) is by far the largest engine to power a production passenger car and makes the spirit of the ’70s come alive with rare excitement.”

That was rather an understatement, as the new engine had 400 horses (as previously mentioned) and also 550 lb-ft of torque, with a 10-to-1 compression ratio, 4.30 bore, and 4.304 stroke. Not bad. Other Cadillacs had “only” 375 horsepower and 525 lb-ft of torque.

It was backed up by GM’s famous, creamy smooth Turbo Hydra-Matic automatic transmission. These ’70 Fleetwood Eldorados had a 120-inch wheelbase, 221 inches overall length, and a curb weight of 4630 pounds. Base price: $6903 ($53,972 today).

Of course, as a Cadillac, there was a raft of standard equipment: Power windows, power front seat, cornering lamps, a visor vanity mirror, automatic transmission, power front disc/rear drum brakes, and variable-ratio power steering, among other refinements.

Also as a Cadillac, and it being 1970, a multitude of colors, fabrics, and leather seating choices were available. Back then people actually liked driving something distinctive while choosing their own colors so that their car would look like no other in town.

Sadly, that’s mostly gone by the wayside in 2023, outside of very high-end new cars. And even then, white, gray, and black 7-Series, Phantoms, and S-Classes abound. But I digress …

The San Mateo Red just glowed later in the day when the sun came out. I loved it. And as I was working on this column I texted Jayson a pic of this car. His response: “That car was spectacular. I so wanted to take it home! I’m sure you have millions of photos, but you’re welcome to mine too.” Well, I didn’t take millions, but I probably took more than 50 of this car!

The Eldorado was redesigned in 1971, gaining more baroque looks but retaining its impressive engine and adding a convertible model. Actually there was a wonderful ’71 convertible at the show too, but this column is already getting a little long! Another time.

We met up with other Cadillac pals at the event, both from the Chicago area and much farther locales, and took a picture in front of Harry Caray’s restaurant before we all split up again to continue gawking at classic Cadillacs and frantically taking pictures. It was great seeing friends I ordinarily only communicate with thru Facebook or email.

Like I said, I frequently changed my mind about which car was my favorite, there was also an amazing Dumbarton Green ’76 Fleetwood d’Elegance on display. Between that and the Eldorado, they were in the top two.

I kept going back and forth between first and second place on my mythical list. And that car will be written about at some point as well! But until next time, keep calm, Brougham on, and always tip your bartender!

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Last’s week’s question generated some fantastic answers, as they are so many underrated and unsung heroes of the automobile. While the likes of Henry Ford and Carroll Shelby have earned a rightful place in our hearts, we need to make room for more heroes. Why not open up for these seven suggestions, offered to us by the Hagerty Community?

Henry Leland

The immensely talented Bob Elton started us off with one of the more overlooked automotive heroes. Community member @Roger also chimed with his approval, because this was indeed a “great nomination.”

“Henry Leland is the greatest unknown auto pioneer. He created precision manufacturing, which allowed interchangeable parts, which in turn allows wrenchers like us to swap in new parts for rears. His relocation to Detroit made it the Motor City. He inspired lots of other auto pioneers, like the Dodge Brothers, and Henry Ford’s feud with Leland shaped Detroit, Michigan, and lots of modern America.

Along the way, he created Cadillac, and then later Lincoln. Yet no one knows of him, partly because he never named a car after himself, and never had a Detroit landmark named after him.”

Roy Lunn

Hagerty’s own Ronnie Schreiber recommended a man with a portfolio of accomplishments that are the envy of the automotive world. Clearly, Mr. Lunn earned his nomination to this list.

“Roy Lunn: He was responsible for the Aston Martin DB2, the original Ford Anglia, and the mid-engine Mustang I concept. He was in charge of the Ford GT40 program, and then moved to AMC where here engineered the most durable American car ever: the Jeep Cherokee. From there he invented the crossover with production of the AMC Eagle 4×4, and he also designed the Renault Sports Racer for the SCCA’s first spec racing series.”

Charles Kettering

To say Kettering is under-represented in our automotive society is an understatement. It wasn’t until 1998 that he got his name on the university he inspired (for lack of a better word), so @hyperv6’s recommendation was very appropriate:

“Charles Kettering was a inventor on the scale of Edison but his products where less well known to the consumer directly. His best was the electric starter. Also he created Freon for AC and refrigerators, and created better paints for the Dupont company when they were combined with GM. This led to a large number of colors being offered. All Ford model T cars were generally painted black as it was cheap and easy. Kettering made it so colors were cheap and easy to apply.

• The Two Stroke Diesel was advanced under his work. This advanced trucks, trains, and large construction equipment. He invented the Incubator for premature babies and a host of lighting and electrical equipment
• Leaded gas that created higher compressions so we could have more powerful and efficient engines.
• He even created the first cruise missile with the Doddle Bug. It was a flying radio controlled flying bomb.
• He worked in the early stages of solar energy and magnetic applications for diagnostic medicine.
• He even created generators for farms and storage battery systems for farms far from a power grid.
• The Slone Kettering Cancer Center also was a legacy. The GM engineering school is the Kettering institute.

Just imagine the things he created and just how they contributed to the automotive field and the building of GM into a large corporation. [Without Kettering,] there would be no Fridigare, Delco, and many other things. Much of America was built with GM technology and products and many of them were due to Charles. Even here in Ohio just an hour where he was from he is often a forgotten unsung hero.”

Eddie Rickenbacker

We received another great recommendation from @hyperv6:

“I’ll another Ohioan to the list, but he only played part of his life as a Auto magnate: Eddie Rickenbacker. He was an early automotive mechanic at the dawn of the automobile. Then a motorcycle racer, early auto engineer, auto racer, Flying War Ace, owner of the Indianapolis Motor Speedway. He even created Eastern Airlines.

Eddie was a spy for America on Russia, survived an airline crash and B17 crash at sea, and was lost for nearly 3 weeks. He created Rickenbacker cars and was a VP for GM for a number of years. His life could not be shown in two hours and would take a mini series to really tell his whole story.”

Sir Alec Issigonis

Hagerty Community member @rob recommended someone that isn’t necessarily a household name in America, though he probably should be.

“Sir Alec Issigonis, the designer of the Mini and Morris Minor. He also designed the suspension in the late 30s that Morris Motors, MG, etc used until 1980. Truly a brilliant designer, and was also credited with the quote, ‘a camel is a horse designed by committee’.”

Walter P Chrysler

@Mike brought up many good points about the founder of the Chrysler corporation, especially compared to the folk hero status of his contemporary, Henry Ford.

“Compared with Henry Ford, Walter P. Chrysler is unsung. Ford may’ve produced affordable wheels, but Chrysler produced affordable engineering. Since few here gathered apparently read anything indepth, judging by the spelling and awkward prose, suggest starting with the Wikipedia entry on Walter Chrysler.

Despite only a high school education, like 10th-grade dropout Errett Lobban Cord who funded a classical music station simply because he thought Los Angeles should have one, Chrysler endowed symphonies and art galleries because he realized human invention and intellect [should not be] not compartmentalized.

While GM’s and Ford’s bloody opposition to the UAW were national disgraces, Chrysler tried psychological ploys like electric signs along the walls in the workers’ cafeteria—where he always ate lunch—displaying the results of national ballgames, but seeing the inevitable and always considering himself first a “workingman,” quietly accepted the union, as did Hudson, Nash, Packard and the others.

Perhaps it’s not surprising that to many of us ex-NYers, the Chrysler Building is still Manhattan’s most beautiful spire. For years, the tools Chrysler used to set steam locomotive valves, which is how he started and made a name for himself, were on display in the Chrysler Building’s lobby. There were no stronger, better built cars in the ’30s than Chrysler and DeSoto Airflows, regardless their unpopular style.

BTW, you could buy five arguably lovelier 1931–33 Chrysler Imperials for the price of a Model J Duesenberg, the latter taking several iterations and nine years to find 480 buyers, obsolete two years after its introduction. Regardless how many casino and pizza chain owners [or] TV comedians own them, anyone thinking a Model J is five times better than a 1931–33 Chrysler Imperial needs to take a careful look at, if not drive, both. Most Js in road trim only go 10 mph faster, [and have] a long timing chain [prone to] stretching at high rpm upsetting valve timing, front end vibration typical of most long wheelbase cars when cart springing about at the end of its tether. DOHC and a cuckoo clock box of timing gears flashing lights to remind the driver it was time to change oil, check battery water, and that the Bijur chassis oiling system used in many premium cars in operation do not make a car worth five (5) times more. Other than some Hollywooders, playboys/playgirls, scions of industrial wealth, most buyers quickly grasped this.

Ford V-8s were spunky and fast, Chevy sixes smooth, but a Plymouth had full pressure oiling, hydraulic brakes and those of the early ’30s were exceptionally pretty rides. But if sheer affordable speed [is what you] wanted, a ’33 Terraplane Eight would run away from them and most anything else on the road then.”

Ed Cole

@Tim reminded us that although General Motors fostered a lot of fantastic talent, one of them was a key player in making many of the Chevrolets we know and love:

“Ed Cole. His work with Cadillac, then Chevrolet, was outstanding. The small block Chevrolet V-8 was his baby!”

Clearly, these choices aren’t the only unsung heroes of the automobile, but they are a great jump start to the conversation. So please, tell us below, what unsung automotive heroes need more recognition?

***

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BMW brings back the “clown shoe” with stunning new concept

Intake: BMW caused more than a few ripples on Italy’s Lake Como when it revealed its Concept Touring Coupe at this weekend’s Concorso d’Eleganza Villa d’Este. The two-seater shooting brake brings back fond memories of its clown shoe Z3 and Z4 M Coupes, although the company claims that the design was influenced from deeper in the annals of BMW history. “Its proportions and name are reminiscent of the BMW 328 Touring Coupé that won the Mille Miglia endurance race back in 1940,” says BMW. “The functionality of the shooting-brake concept is a nod to the BMW 02 Series model variants of the early 1970s, which featured “Touring” in their name to distinguish them from sedans.” Based on the current Z4 roadster, the Concept Touring Coupe adds a low roofline and trademark Hofmeister kink to the exterior, while the inside has been lavishly trimmed by Italian leather artisans Poltrona Frau and a matching set of luggage is provided by Modena’s Schedoni leather workshop.

Exhaust: BMW says that the Concept Touring Coupe is a one-off, but BMW design boss Adrian van Hooydonk told BMW Blog that “At least two or three people said ‘I want it.’” He added that a limited run of 50 units, like the 3.0 CSL, would be possible.—NB

375-hp SL 43 marks new entry point for droptop AMG bliss

Intake: Mercedes-AMG has introduced the SL 43, a new entry-level model for the AMG SL roadster lineup, arriving in U.S. dealerships in summer 2023 and starting from $109,900. The open-top 2+2-seater has an AMG-enhanced 2.0-liter turbocharged four-cylinder M139 engine featuring an electric exhaust gas turbocharger derived from Formula 1 racing. The new form of turbocharging guarantees instantaneous throttle response across the entire rpm range to deliver an even more dynamic driving experience. The turbocharger is operated via the 48-volt electrical system, which also feeds the belt-driven starter-generator. As a result, the SL 43 has an output of 375 hp and a maximum torque of 354 lb-ft, Mercedes says. The transmission is a 9-speed automatic, with an estimated 0-to-60 mph time of 4.3 seconds.

Exhaust: The exterior of the rear-drive car is differentiated from the AMG SL 55 and AMG SL 63 with its unique front fascia and rear apron, as well as round instead of angular double tailpipe trim accents. The roadster features extensive standard equipment, while numerous options provide customers with a wide range of possibilities for individualization. The AMG SL 43 is fitted standard with 19-inch alloy wheels. Aerodynamically optimized 20- and 21-inch alloy wheels, which reduce air resistance through low turbulence, are optional. “Particularly sophisticated” are the available 20-inch wheels with “aero rings” that save additional weight. — Steven Cole Smith

Escalade IQ: Cadillac announces EV number 3

Intake: Cadillac has revealed that the third all-electric vehicle to join its portfolio will be its most famous model, the Escalade. Dubbed the Escalade IQ, the new model “promises the same commitment to craftsmanship, technology, and performance that has helped the Escalade nameplate dominate the large luxury SUV segment for the last 20 years,” says Cadillac. It joins the Lyriq and the Celestiq in the all-electric Cadillac lineup. There are no details about pricing, range, or specific arrivals yet. The car will be revealed in full later this year.

Exhaust: Unlike the Lyriq and the Celestiq, Cadillac did not drop the Escalade name for the new car and create a new nameplate with the “IQ” bit cheekily tacked onto the end of it. (Majestiq, anyone?) That’s because the Escalade nameplate carries such strong brand equity. Since the big body-on-frame SUV at the top of GM’s price ladder is getting an EV version, expect that all-electric versions of the GMC Yukon/Yukon XL and the Chevy Suburban/Tahoe are in the works as well. — Nathan Petroelje

Steve McQueen’s 1940 Indian Four just sold for almost $130,000

Intake: A 1940 Indian Four motorcycle owned by Steve McQueen fetched €119,500 ($129,142) on Collecting Cars, proving that King of Cool provenance continues to pack a premium. Although McQueen owned over 100 cars and bikes he had a particular fondness for Indians, as a 1946 Chief was his first motorcycle. “It was my first bike and I loved it,” he recalled. “But I was going with a girl who began to hate riding in the bumpy sidecar. She told me, “Either the cycle goes or I go!” Well, there was no contest. She went.” When this 1940 Four was sold from McQueen’s estate in 1984, his widow Barbara said that he rode it often. The bike was restored by its next owner and remained in the same family for 30 years. Its most recent owner hailed from Belgium where it was put up for auction.

Exhaust: Despite having no paperwork regarding its restoration and now showing signs of age, McQueen’s Indian achieved a rather impressive result. — Nik Berg

10 Dead at race in Baja California

Intake: In what was described as a “massacre,” assassins who wore masks and were armed with long guns attacked rally racers near the town of San Vicente, a municipality of Ensenada, Baja California, Mexico, leaving at least 10 dead and 10 wounded. “The attack on civilians took place while the fifth edition of the so-called ‘Cachanillazo,’ an off-road racing event with razer type vehicles, was taking place,” reported Marca.com. “[ In] the area, located on the Transpeninsular highway, kilometer 90, of the San Vicente delegation, a gray van arrived, from which several people got out and began to shoot with long weapons against the drivers who were parked.” The immediate concern is that the historic Baja 500 road race starts May 31, and mile marker 330 on the course is essentially located where the killings took place. Cartel infighting is rumored.

Exhaust: So far, Score International, sanctioning body for the Baja 500, has not released any comments pertaining to possible changes in the Baja 500 route. At least 300 racers are entered, including P.J. Jones, the son of Parnelli, and former NASCAR racer Brendan Gaughan. — SCS

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Believe it or not, I’m easily distracted by bright, shiny objects. Especially when said object is rolling on four wheels. That can throw a wrench in how I plan my next column. For instance, I’ve been meaning to write about a gorgeous ’67 Ford LTD coupe for about three months now. I’ve started to, but I only got a couple paragraphs into it. There’s also a navy blue ’71 Vega Panel Wagon I took pictures of about 10 years ago at a cruise-in over Labor Day weekend; I still haven’t typed a word about it.

Similarly, I’ve been wanting to write up the star-crossed Cadillac Cimarron for at least five or six years. Believe it or not, I found a very nice one right here in my town back in 2015. One of these days, you’ll see it too.

And so it was on a recent weekend I had been planning for which car to write about, and I had narrowed it down to two or three choices from my photo files. And that all went out the window when I spied my ’61 Cadillac brochure while going through a desk drawer and was reminded of this absolutely fantastic 1961 Fleetwood Sixty Special.

This gorgeous conveyance was spied last June at the Cadillac LaSalle Club Grand National held in Lombard, Illinois (greater Chicagoland for you non-Midwesterners). I attended with my friend Jayson Coombes and local Cadillac pals Jim Smith, Ron Schweitzer, Lauren Schweitzer Cody, and Andrew Bobis, along with Jim Jordan from Oklahoma City, who arrived in a friend’s green 1957 Sixty Special. That’s another one I should write up. But wait, I can’t get distracted again today! Onward …

It got off to a rocky start that morning as I woke up to thunderstorms and pouring rain, but I called Jayson at his hotel and we decided we were driving up anyway. No turning back now! And luckily the rain mostly stopped by the time we arrived. Though about an hour later the storm started up again.

As is my luck in life, I was at the extreme far end of the show field, as far from the hotel as possible. After a mad dash for indoors, Jayson and I met up again with Jim, Nick Manole, Bill Buckingham, and Brian Wood, and we yakked about cars for a while until the rain stopped. Fortunately, this time it stopped for good and the sun came out.

So we all broke up and exited the hotel en masse to check out the various Broughamage on display. The exhibitors were all frantically drying off and polishing their cars. And so it was about an hour (and several hundred more pictures taken) later that Jayson and I were gawking at a marvelous pastel yellow ’61 Cadillac convertible when I saw this Fontana Rose 1961 Fleetwood approaching the show field. And as luck would have it, the lucky owner parked right next to the convertible we were standing by. I was ready with the camera, believe you me!

The 1959 Cadillacs get the lion’s share of attention, led by the flamboyantly unapologetic Eldorado Biarritz (possibly the gaudiest, most awesome Cadillac ever—but I really love the 1961–62 Cadillacs. And unlike the ’59s, you don’t see them as often.

As I’ve discussed in the past, the ’59 Cadillac was “Peak Fin.” Starting in 1960, the fins were just a little shorter, without the bullet-shaped taillights. The 1961 Cadillacs were totally redone, and again, the fins got just a little more discreet—though you still couldn’t miss them!

The 1961 Fleetwood Sixty Special, Model 61-60M and Body/Style 6039M in the Cadillac catalog, was now the finest “owner driven” Cadillac available at $6233 ($63,240 today) before options, the previous $13,000+ Eldorado Brougham four-door being discontinued after 1960. Of course, the Fleetwood Seventy-Fives were even more than the Sixty Special, but those were usually chauffeured. Prices on the limos was north of nine grand in 1961.

A total of 138,379 Cadillacs were built for the model year, and 15,500 of them were Fleetwood Sixty Specials. The Sixty Special had a curb weight of 4770 pounds and “achieved new luxury, spaciousness, and good taste, combined in a supreme expression of the stylist’s craft,” according to the 1961 Cadillac brochure.

The easiest way to spot a Fleetwood Sixty Special from other ’61 Cadillacs was the wide, formal C-pillar. Other Cadillac sedans had either the “six-window” roof with a very slim C-pillar or “four-window” roof with a distinctive wraparound rear window, as seen on the Series 62s and de Villes.

Inside, the interior was naturally fancier than the lesser (but still luxurious!) Cadillac models. Again referring to my brochure, “Interior fabrics include fine-textured Cambridge cloth in blue, sandalwood, or green with matching Florentine leather bolster trim; black Cambridge cloth with white Florentine leather bolster trim; gray, fawn, turquoise, or rose Crestwood cloth with matching bolsters; or gray or fawn broadcloth throughout.”

Our featured car has the Rose Crestwood cloth to match its Fontana Rose paint; it was simply wonderful. There were so many great cars at this show that I kept having to reassess which one was my favorite. And even now, I waffle back and forth among perhaps six or eight cars.

It was just a terrific show; the showgoers and car owners were all great; and both Jayson and I took way more pictures than strictly necessary.

No wait. I take that back. Taking a couple of thousand pictures of Cadillacs was strictly necessary, at least for me.

***

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During the Roaring Twenties, high-end car manufacturers were in a cylinder-number arms race to attract buyers. More cylinders meant more, smoother power. Cadillacs only had V-8s at the time, so in order to keep up with the competition, development started on a line of new V-12 and V-16 engines in 1927. The new models powered by these engines would be the pinnacle of Cadillac. Just as the development of these new powerplants was finishing up in late 1929, the stock market crashed, sending the economy into a tailspin.

The Cadillac V-12 and V-16 were introduced in 1930. Oops.

If you have an appreciation for prewar excess or bad timing, check out our Hagerty Marketplace Auction pick of the week, this stunning 1931 Cadillac Series 370A V-12 Phaeton.

In reality, most people who were able to afford a new Cadillac around the time of the Great Depression didn’t feel its effects the way the working class did. Nevertheless, it was still an era of belt-tightening, and even the rich had to curb some aspects of their extravagant lifestyles. The Cadillac Series 370 V-12 far outsold its more expensive V-16 counterpart.

The 370 suffix denoted the V-12’s 370 cubic inches of displacement, while the A signifies an early model. From that voluminous displacement, the twelve channels 135 horsepower through a three-speed synchronized manual transmission.

Like a lot of high-end prewar cars, the Series 370A could be had with a variety of custom and semi-custom bodies, with the standard models being designed by a young Harley Earl.

Our featured car has a Phaeton body by Fisher (one of Cadillac’s in-house coachbuilders at the time) draped over a 140-inch wheelbase. The term Phateon is taken from the pre-automobile era, where it referred to a dangerously fast, lightweight, four-wheeled carriage. The term was then adopted by car manufacturers to mean a sporty four- or five-passenger automobile with a convertible top. Other exterior touches include dual side-mount spare wheels, a radiator stone guard, and a goddess hood mascot.

The two-tone maroon-and-white paint presents well, but it’s not perfect. This car was restored in the late 1990s, and there’s a minor scratch on the front bumper on the passenger side, a minor paint crack in the passenger front fender below the spare, a paint chip in the rear passenger corner pinstriping, and flaking paint on the lower passenger corner of the trunk. But this beast should be driven, not locked up in a museum.

These cars cemented Cadillac as the “Standard of the World.” Don’t miss out on this piece of prewar history. Bidding ends on Tuesday, May 30, at
4:20 p.m. EDT.

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As is frequently the case, my primary goal in writing these random scribblings is reintroducing cars to folks like you all. Sure, I’ve done Mustangs and Camaros and more, well, mainstream vintage motor vehicles, but I always—and frequently!—come back to my favorites. And those favorites are generally cars that you don’t see at shows or haven’t seen on the city streets and country highways in 30 years. Like today.

Cadillac. Once a purveyor of sumptuous, V-8-powered dreamboats like the 1967 Coupe de Ville, 1958 Eldorado Biarritz, and other grand, large-and-in-charge luxocruisers, today alternates between gonzo V-8 sedans like the CT5-V, huge SUVs like the popular Escalade, and more mainstream crossovers like the XT5. But the big sellers are those aforementioned crossovers. I prefer sedans. Apparently I am in the minority, sadly. But I miss the old days when you could walk into a Cadillac dealer and drive out in a brand new Sedan de Ville or Sixty Special. And when cars were cars! Coupes, sedans, convertibles.

Even in 1989, nary a crossover or 4×4 was to be seen in the fancy-schmancy, deluxe, 82-page Cadillac brochure. But you had a newly-redesigned and elongated Fleetwood, Coupe de Ville, and Sedan de Ville, the swoopy Allante convertible, and, of course, the Seville and Eldorado. None came with all-wheel drive, a roof rack, or step plates. Heaven forbid!

Cadillac spent most of the ’80s slimming down its cars. The Fleetwood and de Villes got it in 1985 (though introduced early in ’84), then the Seville and Eldorado shrunk—too much, by most accounts—in 1986. The Allante appeared in 1987 to enhance Cadillac’s luxury image with a two-seat convertible (and with removable hardtop, like the Mercedes-Benz 560SL). The Cimarron had been cancelled (and yes, I shall be writing up one of those someday), and Cadillac commercials and advertising included the memorable “Cadillac Style” series of commercials.

At the time, I was a nine-year-old kid, but I loved Cadillacs and Lincolns, and if I was waltzing through the living room on various missions and a Cadillac commercial was playing on TV, I always had to stop and watch until it ended. Yes, ladies and germs, I was Brougham-smitten even back then.

So I loved the Eldorado, even though between 1985 and ’86 it had drastically shrunk. While the newly downsized, newly front-wheel-drive de Villes and Fleetwoods (with the exception of the RWD Fleetwood Brougham/Brougham/Brougham d’Elegance, which retained its 1980-style body) sold very well, the 1986–87 Eldo and Seville saw a rapid decline in sales.

How so? In 1985, 74,101 coupes and 2300 Biarritz convertibles were sold. Now, granted, people knew the car was shrinking for ’86 and bought accordingly, but in 1986 sales were 21,342; all were coupes. Now, that’s a catastrophic drop by most anyone’s standards. I like them now, but even back then I thought, “Why did they make them so much smaller?” The following year was even  worse: only 17,775.

They weren’t really SO much smaller, but visually they looked pretty truncated compared to the very pretty 1979–85 Eldos. A 1985 Eldorado was 204.5 inches long with a 114-inch wheelbase, the ’86 was 188.2 inches long with a 108-inch span. Yes, that was a reduction by anyone’s standards, but the problem was the proportions were more skewed than the reductions reflected. It had a short little rear overhang, flush taillight lenses and the C-pillar was a whisper of the fat, regal sail panel on the earlier model. What to do?

Well, they couldn’t very well bring back the old model, so the decision was made for a quick and dirty stretch. The basic car remained, but the front fenders and hood were stretched, with a slight blade to the fender tips, and the taillights bumped out past the trunk panel, resulting in little finlets that also lengthened the car and gave it a more Cadillac look.

Even better, the rather (ahem) sedate 4.1-liter V-8 was redone and became the much more powerful, more robust 4.5-liter V-8. Sales rebounded to 33,210 for 1988. In 1989, the year of our featured example, a total of 20,633 Eldorados and 7174 Eldorado Biarritzes were sold.

Base price for an ’89 Eldo was $26,915. Power was 155 horsepower at 4000 rpm with 240 lb-ft of torque at 2800 rpm. As the brochure extolled, “The 1989 Eldorado is for those discerning individuals who insist on the finest in personal luxury coupes. Those who want bold, standout styling. Assertive 4.5 V-8 power. Four-wheel power disc brakes. Abundant personal amenities. And sophisticated technology.”

Back in 1999, I test drove a ruby red ’89 Eldorado with matching red leather, in nearly as nice condition as this Cotillion White example, and just loved it. Smooth, fast, plenty of get up and go.

I remember sunset was approaching and a little message appeared below the digital gauges: Headlamps Suggested. Yep, it was a smart car well before Mercedes introduced its two-seat mini-commuter. I loved the car, but I was a freshman in college and really, REALLY didn’t need a second car at the time. But I still remember that car fondly, 24 years later. It was really nice.

I spotted our featured car (the white one; the Rosewood one is owned by a Chicagoland friend, Frank Murphy, and was seen at the 2017 Shirey Cadillac show) at the local Cadillac dealer back in April 2021. I was immediately smitten. The car was in remarkably tidy original condition, with the rather seldom seen full vinyl roof, resplendent in Cotillion White with a red leather interior. Alas, it was not for sale, but was merely in for service. Well, it’s just as well; I’d have had to rent a garage to store it safety from the elements that she’d deserve.

In 1992, the Eldorado was totally restyled—and very pretty! But 1991 was the end for a lot of things on Eldorados that had been available for decades: factory vinyl roof, factory-available wire wheel covers, the Biarritz model with half-top, button-tufted upholstery, electroluminescent opera lamps, fender-mounted lamp monitors, and the like. A lot of people—most people—have forgotten these cars, but I have always and will always love them. They are wonderful to drive!

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Cadillac’s first showing at the 24 Hours of Le Mans had nothing to do with General Motors. In 1950, the wealthy sportsman Briggs Cunningham entered two Cadillacs, a bone-stock Series 61 sedan and a second Series 61 with a freakishly pancaked body, which the locals nicknamed “Le Monstre.” The stock sedan finished 10th overall, with Le Monstre one lap behind in 11th. The 50 cars that finished in Cunningham’s wake included a Jaguar XK 120, a Ferrari 195 S driven by Luigi Chinetti, and an Aston Martin DB2.

Since then, other than a brief Cadillac effort in the early 2000s, Chevy has carried GM’s Le Mans torch, racking up eight class wins with Corvettes. This June, however, the General heads to France with an expanded stable of cars that will compete in three classes, including a new hybrid-powered Caddy GTP car that finished third in the 24 Hours of Daytona and has the speed the win the whole thing. “We are bringing the red, white, and blue, with a very powerful punch,” said GM’s sports car racing program manager, Laura Klauser.

In addition to the Corvettes and the Cadillac GTP, GM is also sending a NASCAR Camaro to be run by Hendrick Motorsports. Unlike in 1950, General Motors is directly involved in the effort this year. All the cars use V-8s built in GM’s Pontiac, Michigan, facility, for starters. We’re acknowledging this historic American effort by explaining GM’s Le Mans machines below. The green flag waves on June 10 at 9 a.m. ET.

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The 200-mph hybrid-powered Cadillac

New-for-2023 sports-car racing rules created a GTP class that is eligible for all the major endurance races, including the 24 Hours of Le Mans. This type of race car is known as a “prototype,” and while the GTP car looks similar to previous prototype racers, it’s a much different machine under the skin. Here are some highlights.

01. Bodywork

A major rule change for 2023 allowed GTP competitors to design significant brand identity into the cars. This Cadillac GTP may not be available in showrooms, but you can probably tell it’s a Cadillac from its body, which is made from lightweight, high-strength carbon fiber. This branding integration is one reason why Porsche, BMW, Acura, and soon Lamborghini are fielding factory GTP cars.

02. Powertrain

GTP cars are limited by the amount of total horsepower—670—that they are permitted to deliver to the tires, and they must include an electric boost motor. This rule has encouraged a variety of engine types, such as the small-displacement V-6 turbo used in the Acura ARX-06, and the Cadillac V-8. GM’s engine is like the one in the new Corvette Z06 in that it uses overhead cams instead of pushrods to operate the valves, but it has a different crankshaft from the Corvette that sacrifices peak power for less vibration. A seven-speed transmission routes torque to the rear wheels, and the electric motor is powerful enough that the cars leave the pits on battery juice alone.

03. Torque Sensor

This small collar is made by MagCanica and is a torque sensor that sends information in real time to the race officials, who ensure that the cars are never putting more than 670 horsepower to the tires. The greatest challenge for teams is how to blend the electric and gas motors and when to deploy electric boost. “That’s why we have 80 spreadsheets,” quipped GM propulsion engineer Adam Trojanek.

04. Brakes

The GTP car charges the battery while under braking. The more braking energy the system can harvest, the greater the fuel saved and, potentially, the less time the car will spend refueling in the pits. The rear-axle brakes are computer-controlled and blend resistance from the electric motor with braking force from conventional brake calipers. This stopping power is integrated with the front brakes, which are hydraulically connected to the brake pedal. One of the many challenges here is linking the various systems and maintaining consistent brake-pedal feel so the drivers have the confidence to go faster and brake as late as possible.

Camaro joins Corvette

Corvette has been a consistent winner at Le Mans for the past two decades, racing against the likes of Porsche, Ferrari, and Aston Martin. This year, Camaro joins Corvette in the Chevy pits for even more American V-8 rumble on the Mulsanne straight.

Corvette Z06 C8

You don’t need to see the Corvette or the Cadillac to know which one is going by. The Cadillac has a traditional, deep V-8 rumble, while the Vette is a howler, coming closer to a Ferrari’s sound than a big-block’s. There is only one C8 running Le Mans this year, and it will have to atone for Corvette Racing’s disappointing 2022 effort, in which the two factory Vettes failed to finish. Chevy just announced that it will sell customer race versions of the C8; a GT3 version will cost nearly $1 million. This could mean several more Corvettes racing by private owners in 2024, who are likely waiting to see how the car performs this year. Corvette Racing, which is based near GM’s proving grounds in Milford, Michigan, knows how to win.

Chevy Camaro Garage 56

In 2012, Le Mans organizers introduced Garage 56, a special class for an experimental or unclassified car. This year, that entry will be taken by a modified Chevy Camaro NASCAR stock car. Since the car is in a class of one, this is largely a publicity stunt meant to showcase NASCAR. GM and Hendrick Motorsports have modified the car with new aerodynamics and other tweaks for greater speed. They’ve also hired premier drivers. Seven-time NASCAR Cup Series champion Jimmie Johnson will split driving duties with Formula 1 champion Jenson Button and Mike Rockenfeller, who co-drove a diesel Audi R15 to an overall Le Mans win in 2010.

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This article first appeared in Hagerty Drivers Club magazine. Click here to subscribe and join the club.

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Today’s question for all of you fine folks: What year was Peak Cadillac? What was the best possible year for the highest quality, most beautiful, most powerful version of GM’s storied top-of-the-line marque? Depending on the day, I might say 1962, 1968, or 1970. But today, I’m making the case for 1966. That year, Cadillacs—from most basic Calais to the top-of-the-line Fleetwood Brougham and Eldorado convertible—were swank, classy, and elegant. Any country club, fine hotel, or upper-tier department store would have been happy to have one parked right in front of their establishment.

Perhaps my affection for 1966 Cadillacs was reinforced because around the time I saw this most excellent example, I had recently gone out to the local theater and saw Once Upon a Time in Hollywood. I highly enjoyed it. Naturally, all the car spotting was a substantial part of my pleasure, and the “hero car,” driven by Brad Pitt through much of the movie, was a 1966 Cadillac Coupe de Ville.

Through pure good luck, or just decent odds due to all the car shows I attend, I saw a most excellent ’66 Coupe de Ville a mere week prior to screening the film. I’ve always loved Cadillacs, Lincolns, and Imperials. And although I drive Lincolns, I equally love seeing Cadillacs, especially the classic 1960s models.

There I was, wandering around with my Uncle Dave at the monthly cruise-in held by the local Classy Chassy (yes, that’s how they spell it) Car Club at Coral Ridge Mall in Coralville, Iowa. I’d just finished checking out a very nice 1972 Pontiac LeMans coupe when it appeared out of the ether—or just one of the mall entrances.

“Holy cow! That’s a nice ’66!” I stammered, hurriedly abandoning my uncle and my cousin Sara’s husband to chase after the Caddy. Yes, cars like this have that effect on me.

Ever notice the preponderance of red muscle cars, pony cars, and hot rods? I see so many. And I’m sure their owners love them, enjoy them, and never regret for one second getting them. But oh, how I love the offbeat stuff. I’ll march past a row of Mustangs and Camaros to gawk at an AMC Pacer Limited wagon, a 1977 Malibu Classic, or a 1979 Bonneville.

Stuff that was once commonplace in 1968 or 1978 or 1991 is now rare, unusual, and interesting. And if it’s a Chris-Craft-sized road vessel from the good ol’ United States, forget everything else, I’m checking it out immediately!

Now, where was I? Oh, yes. The cover of the 1966 Cadillac showroom brochure had the tagline “New elegance … new excellence … new excitement.” And so it was.

Cadillac had been all-new in 1965, so the 1966 models were not drastically different. But to my eye, all the minor details and refinements made for an even more beautiful car.

The ’66s were introduced on October 14, 1965. Color-keyed bezels replaced all-chrome units, there was a new grille and parking lamps, plus a revised tail treatment as well. New wheel covers, new colors and upholsteries, and even more refined trim and details rounded out all that was new this year. Heated seats and vario-ratio power steering appeared for the first time.

Series 683, better known as the de Ville series, was offered in four body styles: The Sedan de Ville, Hardtop Sedan de Ville, convertible, and the unforgettable Coupe de Ville. Really, is there a better car name than Coupe de Ville? Well, Imperial and Continental are contenders too, but I love the name of Cadillac’s luxury two-door hardtop.

The 1966 Coupe de Ville, model #66-683, weighed in at a princely 4460 pounds and had a base price of $5339 ($49,738 today). A total of 50,580 were built for the year. This was no small amount. But when you bought a Cadillac, you GOT a Cadillac, and all that the name implied: Comfort, prestige, class, and luxury, naturally.

For comparison’s sake, that same year you could have picked up a new 1966 Chevrolet Caprice two-door hardtop for $3000 ($27,948) or a Buick Electra 225 Custom two-door hardtop for $4211 ($39,229). But in 1966, Cadillac was king of the domestic luxury cars.

Sure, the Continental and Imperial were equally nice, luxurious conveyances, but Cadillac stood head and shoulders above them when it came to total sales. When you had a Cadillac, in 1966 America, you truly had arrived.

The Coupe de Ville, like all Cadillacs, was powered by a V-8. In 1966, it was a 429-cubic-inch bent eight with overhead valves and 4.13 x 4.0 bore and stroke, producing 340 horsepower at 4600 rpm. Breathing was accomplished via a Carter Model 3903S four-barrel carburetor.

It was backed up by the creamy smooth Turbo Hydra-Matic automatic transmission, with torque converter and a variable stator—though Seventy-Fives didn’t get that last feature, according to my 1966 brochure. Other major standard equipment on all Cadillacs included power brakes, power steering, and a heater/defroster. Automatic level control was standard on Eldorado, Sixty Special, Brougham, and all Seventy-Five models.

And you will be relieved to know all 1966 Cadillacs came with whitewall tires as standard equipment. Even the spare tire was a whitewall—a nice touch of class.

Coupe de Villes, naturally, were truly full-sized automobiles. Wheelbase was 129.5 inches, and overall length was an impressive 224.2 inches. With the sleek, squared-off styling that all 1966 Cadillacs displayed, they looked even longer than they actually were.

And of course, even if you bought a totally standard, zero-option Coupe de Ville, you still had a marvelous conveyance. If you wanted more (and many did—after all, it’s a Cadillac!), many optional extras were available if your wallet could handle it. For those folks of a certain age, some of these options may seem odd, considering you can get a 2019 Fusion or Malibu with them fitted as standard, but it was a different time.

How so? Well, here’s just a sampling of 1966 Cadillac factory options. Air conditioning was a substantial $624, or more than 10 percent of the base price of a 1966 Coupe de Ville. Other popular options included cruise control for $97, tinted glass for $52, leather trim for $151, and an AM/FM radio for $191. The previously-mentioned heated front seat retailed for $60.20, and bucket seats with center console (with mandatory leather trim) were $188.

But for those folks splurging on a brand new Cadillac, such finery was expected, and buyers happily added whatever they wanted. And they drove out of the dealership happy, with zero regrets.

Our featured car was resplendent in Antique Gold, with cloth and leather interior trim in gold and white. It was a stunning example. As gorgeous in 2019 as it must have been sitting in the showroom in Autumn of 1965. As Cadillac advertising 20 years later often said, “Best of all … it’s a Cadillac.” And was 1966 Peak Cadillac? Perhaps. It’s certainly a contender!

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“Well, you may go to college / You may go to school / You may have a pink Cadillac / But don’t you be nobody’s fool.” — Elvis Presley’s “Baby, Let’s Play House”

You can’t tell the story of Elvis Presley without Cadillacs.

Thankfully, director Baz Luhrmann’s Elvis appreciates just how essential the Caddy was to the King. The Oscar-nominated 2022 film even invents the moment when a 12-year-old Elvis (played by Chaydon Jay) first started to fall for the elegant machine: while reading a comic book about his favorite character Captain Marvel Jr., he fantasizes about being a superhero himself.

The kind who buys a pink Cadillac for his mama.

Owning big, beautiful cars was one of the singer’s real-life ambitions that persisted into adulthood, becoming a preoccupation when Elvis drove a truck for Crown Electric Company, a Memphis business that he worked for in 1954. (In the film, the truck is a pastel green ’53 Chevy pickup.) Recalling that time in his life, Elvis said, “When I was driving a truck, every time a big shiny car would drive by it would start me sort of daydreaming. I always felt that someday, somehow, something would happen to change everything for me and I’d daydream what I would be.”

Elvis transformed that vivid daydream into reality. No one knows for sure how many Cadillacs he owned in his lifetime, but the number could easily be as high as 200 or more. It’s difficult to get an exact count because he gave them away like candy to family, friends, even strangers. He gifted Cadillacs to the founder of Sun Records Sam Phillips, his hair stylist, his valet, his karate instructors, his bodyguards. Elvis famously bought a gold-and-white Cadillac Eldorado for bank teller Mennie Person on a whim: after he saw the woman admiring his custom Cadillac limo outside Memphis’ Madison Cadillac, his favorite dealership, he brought her inside the showroom and let her take her pick of their inventory. This was not a unique event.

His mother Gladys recalled: “Elvis would hear us worrying about our debts, being out of work and sickness, and he’d say, ‘Don’t you worry none, Baby. When I grow up, I’m going to buy you a fine house and pay everything you owe at the grocery store and get two Cadillacs—one for you and Daddy, and one for me.’”

Dialogue between Austin Butler’s Elvis and Helen Thomas’ Gladys in the Elvis film echo that real-life exchange. When his mother worries about Elvis going on tour, he promises: “I’m going to buy you one of them pink Cadillacs, like you saw back when you was working at the hospital.”

She counters that she “don’t need no pink Cadillac,” and Gladys wasn’t lying. She had no license and didn’t know how to drive. These details did not concern Elvis, who was inherently aspirational; when he could barely afford a Coke, he longed to drive The Standard of the World.

His story, however, isn’t related to us by Elvis himself in his own biopic, but by “snowman” Colonel Tom Parker. Played by an almost unrecognizable Tom Hanks, Parker is the conman who alleged he “made” Elvis Presley but who was, in truth, a “blood-sucking old vampire.” In the film, Parker uses the Cadillac as a temptation to entice a young Elvis into signing with him, promising him “a family business” and a thousand Cadillacs for his parents.

“That first record changed everything,” Parker narrates, and sure enough, just a few moments later, we see Elvis rolling up to the newly purchased Graceland in a pink 1955 Cadillac Fleetwood 60 with his family in tow. (Later on, the long driveway leading up to Graceland will be lined with a profusion of fancy cars.) Technically, however, this was Elvis’ second pink Cadillac; though it never appears in the film, he’d driven his first Caddy on tour with the Blue Moon Boys, but that ’54 Cadillac Fleetwood 60 was destroyed when a wheel bearing caught fire, and Elvis had to watch his dream car go up in flames. He’d barely owned it three months. Elvis was devastated.

Elvis’ then-manager Bob Neal helped him buy his second Cadillac, which was blue with a black top, and Neal’s wife Helen proposed painting it pink and black. Art, one of Elvis’ neighbors from Lamar Ave, repainted it a color they’d dub “Elvis Rose.” When bandmate Scotty Moore wrecked the second Caddy, Elvis had it repaired and had the top painted white.

Maybe his love of eye-catching Caddies stemmed from the flamboyant superstar’s love of colorful comic pages. It’s worth noting, though, that the film actually gets the color wrong. The one featured in the film is too dark—more of a Pepto pink than the pastel bubblegum color of the real-life Caddy. It does, however, aligns with Luhrmann’s love of saturated color, and we concede to the director that it indeed pops on screen against Graceland’s pale facade.

It’s easy to see why Elvis loved his pink Cadillac so much. Bill Mitchell’s Cadillac design kicked off the 60 Special in 1938, and it initially introduced as a mid-grade model above the entry-level Series 69. The ’55 Elvis purchased got 250 hp from its 331-cu-in V-8 and four-barrel carb—an upgrade compared to the freshened ’54 just the year prior—and with those beautiful tailfins it could boast both style and substance. This Caddy was longer and lower, with a wheelbase 4 inches larger than an Eldorado’s, a new eggcrate grille, and a cushy, spacious, opulent interior.

Elvis didn’t just limit himself to Cadillacs. The man had a penchant for large, colorful cars: Lincolns, a ’62 Ford T-Bird, a ’71 Stutz Blackhawk. He loved American cars, but there were certainly exceptions to that rule in his collection, including a ’57 BMW 507, a Mercedes-Benz 600, a customized ’63 Rolls-Royce Phantom V, a ’75 Ferrari Dino 308 GT4, even a ’56 Messerschmitt KR200. The film couldn’t showcase every single one, of course, but it does feature Elvis’ yellow 1953 Chevy Bel Air, which he drives on tour with Hank Snow, then the white 1956 Cadillac Eldorado convertible that he had painted purple. (Legend has it Elvis crushed a bunch of grapes on the car’s fender and declared, “that’s the color I want.”)

The Eldorado gets the spotlight in the film when Elvis escapes Graceland in it and shows it off on Beale Street when he visits B.B. King and watches Little Richard for the first time at Club Handy. (Unfortunately, the film does not depict the time when Elvis shot his ’71 De Tomaso Pantera.) Of all the cars he owned, however, it’s the pink Cadillac that’s become synonymous with Elvis, a car almost as famous as the King himself. It lives on at the Graceland Museum in Memphis, Tennessee.

Elvis’ impressive automotive collection became a signifier of his success, of how far he’d come, from Tennessee truck driver to international superstar living in glorious excess. Cadillac in particular represented ascendance for Elvis, a symbol of salvation from poverty for both him and his loved ones. Luxury cars were an intrinsic part of his unceasing ambition, and the pink dreamboat in particular has come to represent the singer’s legacy as well as his generosity. For Elvis Presley, a Cadillac was the American dream, clad in chrome.

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Winning the Ridler Award is a lifetime achievement—for builder and for hot rod, since the latter is only eligible once—and adds substantial value to any vehicle so honored. How substantial? We’ll find out next month, when CadMad, the 2019 Ridler winner, crosses the Mecum block in Indianapolis in a no-reserve auction.

Arguably the most prestigious award bequeathed by the hot-rod industry, the Ridler Award is named for the late Don Ridler, who was the first professional promoter hired by the Michigan Hot Rod Association in the 1950s, as the MHRA was trying to launch the annual Autorama car show. The event grew, largely due to Ridler’s efforts, and moved to the Cobo Center in downtown Detroit in 1961. In 1963, Autorama decided to honor Ridler with an award given in his name. 60 years later, it’s still awarded to the best of show at the massive Detroit Autorama.

Ridler Award winners often sell collector-to-collector, so this will be a peek into what a sterling one-off Cadillac station wagon can bring at public auction.

Ridler Award candidates can’t have been shown elsewhere prior to the Autorama, and they must move under their own power. That likely isn’t an issue with CadMad, which is powered by a $97,000, 632-cubic-inch big-block Chevrolet V-8 with twin turbochargers, a powertrain that supposedly pumps out 1025 horsepower. The car began life as a 1959 Cadillac Eldorado Brougham, with a body styled originally by Pininfarina.

CadMad was 16 years in the making, a $2 million project ultimately finished after the owner’s death. The owner’s brother, Craig Barton, helped the car past the finish line, fulfilling his brother’s dream of competing for a Ridler award.

It was built by the team at Super Rides by Jordan in Escondido, California. Shortened by 18 inches compared to the Cadillac wagon upon which it is based, CadMad now wears a Chevrolet Nomad roof and no rear doors. The acid-dipped body, and everything underneath, was narrowed to help the Nomad top fit. It’s all stretched over a tube-frame chassis. Ron Marqus is the man responsible for the custom interior, upholstered in pink and burgundy with glossy wood accents.

Supposedly the two-tone exterior, essentially orchid and silver, cost $300,000 alone, Mecum says.

What will CadMad bring? The was car auctioned off once before, in 2020, and brought $302,500. We’ll find out if it has appreciated when the car goes on the block at Dana Mecum’s Spring Classic in Indianapolis on May 20. We suspect it has.

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According to a list released by the Biden administration via the U.S. Treasury Department, nine electric or plug-in hybrid vehicles from seven manufacturers—Audi, BMW, Genesis, Nissan, Rivian, Volkswagen, and Volvo—no longer qualify for either the $3750 or the $7500 tax credit provided by the Inflation Reduction Act of 2022.

The vehicles that no longer qualify are the electric 2023 Audi Q5 e Quattro Plug-in Hybrid, the 2021–23 BMW 330e Plug-in Hybrid, the 2021–23 BMW X5 xDrive45e Plug-in Hybrid, the 2023–24 Genesis GV70, the 2021–23 Nissan Leaf, the 2022–23 Rivian R1S, the 2022–23 Rivian R1T, the 2023 Volkswagen ID.4, and the 2022–23 Volvo S60 Plug-in Hybrid.

The Inflation Reduction Act provided for buyers who meet certain income levels to claim a tax credit of up to $7500 for North American–assembled, new EVs that also meet sticker price restrictions.

Starting Tuesday, the credit will be divided, with $3750 available for an EV that has at least 40 percent of the value of its battery’s critical minerals extracted or processed in the U.S. If that same percentage of ingredients is sourced from a country with whom the U.S. has a free-trade agreement, such as Mexico and Canada, or from materials that were recycled in North America, the vehicle also qualifies.

An additional $3750—in other words, the full $7500—is available if at least half of the value of the EV’s battery components are made or assembled in North America.

Here are the vehicles eligible for the $3750 tax credit (the Tesla Model 3 is double-listed due to variants):

• 2022–23 Ford E-Transit
• 2022–23 Ford Mustang Mach-E

• 2022–23 Ford Escape Plug-in Hybrid
• 2022–23 Lincoln Corsair Grand Touring
• 2022–23 Jeep Wrangler Plug-in Hybrid 4xe [both the Rubicon variant and the Sport S 4xe]

• 2022–23 Jeep Grand Cherokee Plug-in Hybrid 4xe
• 2022–23 Tesla Model 3 (Standard Range Rear-Wheel Drive)

Here are the vehicles eligible for the full $7500:

• 2023–24 Cadillac Lyriq
• 2024 Chevrolet Silverado EV

• 2024 Chevrolet Blazer EV
• 2024 Chevrolet Equinox EV
• 2022–23 Chevrolet Bolt and Bolt EUV

• 2022–23 Chrysler Pacifica Plug-in Hybrid
• 2022–23 Ford F-150 Lightning

• 2022–23 Lincoln Aviator Grand Touring
• 2022–23 Tesla Model 3 (Performance)
• 2022–23 Tesla Model Y (All-Wheel Drive)

• 2022–23 Tesla Model Y (Long Range All-Wheel Drive)
• 2022 Tesla Model Y (Performance)

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I’ve already extolled rampantly about the original 1976–79 Cadillac Seville. It was a game-changer, for both Cadillac and GM, helped Cadillac expand into new customer bases, and sold well during its four years on the market. But by 1979 it was time for a new design. Yes folks, today we’re going to be discussing the star-crossed, polarizing, “bustle back” 1980–85 Seville! That’s right. Hold onto your hats!

Cadillac almost always had far more models than cross-town rival, Lincoln. The Seville usually was thought to compete with the Lincoln Versailles (despite its family car origins) and later on, the Fox-bodied Continental, which was also conveniently bustle-backed to avoid confusion. As you would expect, this was not a cheap car in 1984. The factory base price was $22,468 (about $65K in today’s money). It weighed in at 3844 pounds, and 39,997 were built for the model year. The Elegante package, which included two-tone paint, 40/40 divided front seat, leather-wrapped steering wheel, and plush seats with an integrated center console, was an extra $3879 ($11,232) over the base price. By 1984, this generation was in its next to last year and had been on the market for five.

While that price was a lot of money that year, it still wasn’t the most expensive Cadillac. The Eldorado convertible was $31,286 ($90,588) and the Fleetwood 75 limo went for $30,454 ($88,179) while the formal limo (a glass divider between the front and rear compartments was the primary difference between the two limos) went for $31,512 ($91,242).

And while I’m delving into my Cadillac facts and figures, the cheapest Cadillac that year was—as you might suspect—the Cimarron, which had a base price of $12,614 ($36,524). But that’s a car to discuss some other time. Don’t worry, I’ll get to it one of these days!

Starting in 1980, the Seville now shared its chassis with the E-body Cadillac Eldorado, Oldsmobile Toronado, and Buick Riviera. The only four-door E body GM car, it had a 114-inch wheelbase and overall length of 204.8 inches. The GM personal-lux cars had been downsized and completely redesigned in 1979. Like the Seville, they would all last through the 1985 model year with only minor changes. There had been some preliminary designs for the new-for-’80 Seville that looked much like a four-door 1979 Eldorado, but outgoing GM VP of Design Bill Mitchell, who adored neoclassic touches and owned several classic cars, insisted the neo-Hooper coachbuilt look be utilized. The result was this car.

The 368-cubic-inch Cadillac V-8 was standard in 1980–81, but starting in 1982 it was replaced with the smaller (um, leisurely?) HT4100 V-8. The 5.7-liter diesel was standard at first and later on became a no-cost option. As you might suspect, I really like these cars, because—Brougham. That said, I don’t think it was the right direction for the Seville to take. The original 1976 Seville was in a class of its own: a smaller, more maneuverable, more fun to drive Cadillac with styling closer to the European sedans, which were finding so much favor at the time.

Imagine the surprise: 1980 rolls around and the Seville is no longer a light, relatively nimble class-of-its-own luxury car (I know, I know, it wasn’t a sports car, but it was compared to, say, a Fleetwood Talisman). Instead, it went full-on baroque with rampant Broughamage. Sure, I like them, but it’s a stretch to claim they had youthful appeal.

The preferred upwardly-mobile, upper-middle-class cars in 1984 were rides like the BMW 3-Series, Audi 4000, Mercedes 190E, Saab 900, and Volvo GL. Maybe a Toyota Cressida or Accord LX, or Cutlass Supreme, Thunderbird, or Cougar. I should know; my parents drove Volvo 240s during this time period, one uncle had a white Subaru wagon, and my older uncle had a Suburban. Sure, the Seville was more expensive than all of those, but while the 280E owner might have lusted for a 450SEL, he probably wasn’t drooling over Sevilles and Continentals. The only people I knew back then who had a Cadillac were the Hesemans, who went to our church and drove a black 1983 or ’84 Sedan de Ville. They were in their late 50s at the time.

You know the old chestnut about selling a young man’s car to an old man, but not an old man’s car to a young one. I may have bought two Town Cars in my 30s, but I’m a loose cannon! So this generation of Seville sold 39,344 in its first year, dipped down to 19,998 in 1982, rose to 30,430 in 1983, and then hovered around 40,000 in 1984–85 before being put out to pasture for an even more downsized 1986 Seville. Which did not have a bustle back.

Instead of being something your wealthy younger aunt and uncle might take to the tennis club (or so Cadillac sincerely hoped, from period advertising), it looked more like something Smithers would drive Mr. Burns to the nuclear plant in.

As one of Cadillac’s top-of-the-line cars, there were only a few optional extras and some big-ticket extras, including the power-glass Astroroof ($1225), Delco-GM/Bose sound system ($895), and a digital instrument cluster ($238).

The floating-pillow seating shown on today’s gorgeous example, an ’84 in Cameo Ivory, was new for 1984 and replaced the vertically-pleated seats seen in 1980–83 models. While this was the “d’Elegance” style that was seen on Fleetwood Brougham d’Elegance and Eldorado Biarritz models, it was not optional on Sevilles. The higher-priced Seville Elegante had a more elegant, less-busy “tucked-in” sew style.

Funny thing about this car. I first spotted it back in 2016. As I was seeking the pictures for this column, I tried to remember if this was a 1984 or an ’85. There are virtually no changes between the years, so the only really true way to tell is the VIN.

So, I texted my friend Jayson Coombes and asked him if there was any definitive way to tell one year from the other, because I’m OCD about getting the details right. As it turns out, my favorite Cadillac color, Cameo Ivory, was last available on bustle-back Sevilles in 1984. In ’85, a very similar but different yellow, called Chamois, was the only option for Sevilles, though you could still get a front-wheel-drive Sedan de Ville, Coupe de Ville, or Fleetwood in Cameo Ivory.

I revisited my pictures, and Jason and I both agreed it looked like Cameo Ivory, as Chamois is slightly darker with a bit more tan in it. And the light yellow leather was also changed to Chamois in 1985, which again, has an ever-so-slightly less-yellow hue to it. More of a saddle tan than a yellow. As Jason said, “If you’re sure it’s Cameo Ivory it’s a 1984. So if it looks more pale go with ’84. The Chamois had a little more red in it for lack of a better description.” So I may still be wrong and this is an ’85, but I believe it’s Cameo Ivory. That’s what happens when six years pass between photographing a car and finally writing a column about it!

As for the 1980–85 Seville itself? All in all, it was probably a step in the wrong direction. But Bill Mitchell ran GM Design, and even though he was retiring, he meant to have this car go into production, and so it did. But it was a love-it or hate-it proposition, and it just seems like more people hated them than loved them. The 4.1-liter “High Technology” aluminum V-8 added in ’82 likely didn’t help. But I’ll always have a soft spot to them, because they were new when I was young, and I had both the Hot Wheels and Pocket Cars toy versions! Let the haters hate. Buy one and enjoy it. You’ll be the only one at the cruise night!

***

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Saleen unveils very yellow, 800-hp SA-40 Mustang

Intake: In celebration of 40 years spent tuning Fords (and occasionally building a wild supercar or two), Saleen has unveiled the SA-40, an extremely yellow take on a Mustang speedster. According to Ford Muscle, the SA-40 will be limited to just 10 units, each finished in Speedlab yellow. A speedster-style tonneau top covers the back seats (although Saleen says that it can be removed if you need to haul more than two people) and real carbon fiber hoops boast a “40” logo on the side. The hopped-up Mustang reportedly pushes 800 hp, and other upgrades include Racecraft suspension, Saleen brakes, and custom wheels, as well as a host of other modified bodywork. Nine of the 10 units will be sold at $142,000 apiece, but the first unit will be donated to benefit cancer research through the Cruise for a Cause charity.

Exhaust: The Mustang has long been a popular canvas upon which prolific tuners such as Saleen can bring their power-stuffed dreams to life. That yellow should pop at any car show it winds up at, and each time you see it, you’ll know there are only 9 others like it in existence. — Nathan Petroelje

E-fuels to save Europe from ICE ban

Intake: The European Union has stepped back from its plan to ban all combustion-engine cars from 2035 under pressure from Germany and Italy. A new agreement will see the creation of a class of cars that can only run on carbon-neutral e-fuels after the Germans dug their heels in. It’s the second time that the E.U. has had to backtrack on its ambition to axe all ICE vehicles, after previously agreeing to an exemption for low-volume car makers. Under the latest proposal, which will be voted on today, new combustion-powered cars would have to run on synthetic fuels only, not regular gas or diesel, or even biofuel which is made from crops that could otherwise be used for food. Porsche has been advocating for e-fuels for some time and has begun manufacturing it in South America. This new ruling should accelerate the burgeoning industry significantly.

Exhaust: This is great news for fans of the combustion engine, but quite how car makers will be able to ensure their vehicles only run on e-fuels is unclear. Nonetheless when such issues are resolved the European rules could well become a global template—and a sensible one at that. — Nik Berg

Cadillac’s hottest sedans debut in Forza Horizon 5

Intake: As part of the 20^th-anniversary celebration of V-Series performance, Cadillac’s hottest new sedans, the CT4-V Blackwing and the CT5-V Blackwing, will soon debut in the Forza Horizon 5 video game. The sandbox-style game features an open-world setting where players can cruise all over a massive map and partake in race events or simply cruise with friends. The two Blackwings join the 2016 Cadillac CTS-V and ATS-V as well as a 2013 XTS limousine as the only Caddies currently available in the video game. Interested in adding the two to your virtual garage? The CT5-V Blackwing will be available as a seasonal reward to players from April 6–12; the CT4-V Blackwing from April 20–26.

Exhaust: What car magazines were to young fans two decades ago, video games are to today’s car-curious youth. Forza Horizon 5 is full of aspirational and interesting cars from all corners of the automotive world, and Cadillac’s choice to get its coolest rides in front of that audience is a smart one. — NP

NHTSA investigating the Tesla Model X for seatbelt issue

Intake: Though there have only been two complaints thus far, the National Highway Traffic Safety Administration has launched an investigation into about 50,000 Tesla Model X crossovers from the 2022-23 model years. This follows reports of the front seat belt failing to remain connected to the anchor pretensioner while driving, says Automotive News. The two complaints described an issue with the front seat belt anchor detaching in those vehicles. “In both cases, the pretensioner and the linkage were not properly connected during assembly,” NHTSA said. “The linkage and the pretensioner suddenly separated when the force exerted on the linkage overcame the resistance of the friction fit while the vehicles were in motion.”

Exhaust: After the evaluation, NHTSA will either close the investigation or move into the next phase. If a safety-related defect exists, according to NHTSA, the agency may send a “recall request” letter to the manufacturer, says Automotive News.  – Steven Cole Smith

St. Louis sues Hyundai and Kia over theft issues

Intake: Add St. Louis to the list of major U.S. cities that are suing Hyundai and Kia for failing to install anti-theft technology in millions of their vehicles, says Reuters. The lawsuit, filed in U.S. District Court in Missouri, is similar to those filed by Cleveland, Ohio; San Diego, California; Milwaukee, Wisconsin; Columbus, Ohio; and Seattle, Washington. They allege that had immobilizers and push-button starters been used, thefts would have been much lower. The ease of stealing the cars has resulted in at least 14 reported crashes and eight fatalities in the Korean automakers’ vehicles, the National Highway Traffic Safety Administration said in February.

Exhaust: The suit addresses a trend in TikTok and other social channels that have shown specific methods used to steal some pre-2021 Hyundais and Kias. “Big corporations like Kia and Hyundai must be held accountable for endangering our residents and putting profit over people,” said St. Louis Mayor Tishaura Jones. Since May 2022, St. Louis police received more than 4,500 reports of thefts of Kia or Hyundai vehicles. Sixty-one percent of vehicles stolen in St. Louis have been Kias and Hyundais. Last month, the Korean automakers said they would offer software upgrades to 8.3 million U.S. vehicles to help curb thefts. – SCS

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2024 Acura Integra Type S will have 320 hp, 310 lb-ft of torque

Intake: Acura has revealed power figures for the 2024 Integra Type S. The sportier version of Acura’s smallest car will boast 320 hp and 310 lb-ft of torque from its 2.0-liter turbocharged inline-four engine, which will pair exclusively with a six-speed manual transmission. The YouTube teaser accompanying the announcement shows a new exhaust system with three centrally mounted tips, akin to the Honda Civic Type R. The Integra Type S manages 5 more hp over the CTR, but the brief glimpse of the rear end of the car indicates that this one won’t get a bonkers rear wing as you get on the Honda. Acura will debut the Integra Type S next month at the Acura Grand Prix of Long Beach on April 14–16.

Exhaust: Note the pops and burbles from the exhaust in the teaser posted below; we hope that overrun noise makes it to production to give the Type S even more character. Our test of the regular Integra A-Spec Advanced revealed a car that hewed more towards a luxury Honda Civic Si than it did the high-revving, fiery Integra we all remembered. Perhaps the Type S will evoke more of the feelings of the Integras of yore. — Nathan Petroelje

Cost of damaged battery packs can write off the whole car

Intake: For many electric vehicles, there is no way to repair even slightly damaged battery packs after accidents, “forcing insurance companies to write off cars with few miles, leading to higher premiums and undercutting gains from going electric,” says Reuters. “We’re buying electric cars for sustainability reasons,” said Matthew Avery, research director at automotive risk intelligence company Thatcham Research. “But an EV isn’t very sustainable if you’ve got to throw the battery away after a minor collision.” Battery packs can cost tens of thousands of dollars and represent up to 50 percent of an EV’s price tag, often making it uneconomical to replace them.

Exhaust: Reuters says that some automakers like Ford and General Motors claim they have made battery packs easier to repair, but “Tesla has taken the opposite tack with its Texas-built Model Y, whose new structural battery pack has been described by experts as having ‘zero repairability.'” Tesla declined to comment. It’s definitely something to discuss with your insurance agent before you go electric. – Steven Cole Smith

SUV sales spur near-billion-dollar profits for Bentley and Lamborghini

Intake Bentley’s profits in 2022 rose €319 million ($341M) over its 2021 tally for a total of €708 million ($757M). Bentley turned over €3.38 billion ($3.61B), increased its sales by four percent, and delivered more than 15,000 cars. Meanwhile, in Italy, Lamborghini also had a record year, turning over €2.8 billion ($2.99B), which represents a 22 percent increase over 2021, and more than double the firm’s profit figure from just five years ago. The company delivered more than 9,000 cars for the first time in its history, with the U.S. remaining its biggest market.

Exhaust: It’s no surprise that the core sales for these two legendary names are no longer sports cars. For Bentley, the Bentayga SUV made up 42 percent of global sales while at Lamborghini the Urus took 60 percent — Nik Berg

We know all about Dodge’s Last Call vehicle…

Intake: …but we can’t tell you the details until 9 p.m. ET tonight, because it’s under an embargo. Suffice it to say that if you’ve followed all the Dodge Last Call teaser videos featuring an angry, unnaturally buff leprechaun, you likely have some idea of what’s coming at the announcement in Las Vegas tonight. Come back at 9 p.m. sharp and read all about it here. A tip of the hat to Dodge for making this reveal fun and exciting.

Exhaust: We can say this much: Dodge fans won’t be disappointed. Meanwhile, here’s a link to the final teaser, called Trip Wire. – SCS

Chip shortage production woes are winding down

Intake: Automakers cut just 2,400 vehicles from their production schedules worldwide last week due to chip shortages, one of the lowest weekly totals in months, according to the latest estimate by AutoForecast Solutions, says Automotive News. All of the new reductions occurred at European factories, with plants around the rest of the world getting a reprieve from the supply problems that have “ravaged factory and supply chain planning since early 2021.” Automakers are still coping with other supply chain problems, but they are less frequently blaming them on the semiconductor shortage, said Sam Fiorani, vice president of global vehicle forecasting at AutoForecast Solutions. “More than two years into this problem, it reflects poorly on a manufacturer or supplier who has not secured sourcing of chips,” Fiorani wrote in an email.

Exhaust: Automotive News says that about 714,600 vehicles have been cut from global production plans this year due to chip shortages. This latest report means dealers’ lots should be filling back up, and special orders shouldn’t take as many months to build. Good news for everyone. — SCS

Sebring endurance races prove new GTP cars’ durability and speed

Intake: There were two major sports car races at the incredibly rough and challenging Sebring International Raceway last weekend: the 1000 Miles of Sebring for the World Endurance Championship, the series’ lone visit to the U.S., and the Mobil 1 Twelve Hours of Sebring for the IMSA WeatherTech SportsCar Championship, its second outing since the relatively smooth-surfaced 24 Hours of Daytona. The two Toyota LMH cars, as expected, spanked everyone in the WEC race, but it was a genuine dogfight in the IMSA race, with Cadillac inheriting the lead after a dramatic late race crash just 20 minutes from the end took out both Penske Porsches and the Wayne Taylor Racing Acura, leaving the Action Express Cadillac the unlikely winner, followed by a BMW.

Exhaust: There were surprisingly few failures of the new hybrid system but there were a few issues, such as a mysteriously overheating Peugeot that had to be sequestered in a special area until the batteries cooled enough for mechanics to work on it. The competition was excellent, the weather ideal—predicted storms held off until the next day—and the crowd was massive both days. Well done. — SCS

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Alfa Romeo’s 6C will be sold out before it’s even unveiled

Intake: The order book for a new Alfa Romeo supercar, known as the 6C, is almost full, even though it has yet to be revealed. Alfa boss Jean-Phillippe Imparato told Autocar that the company has already taken deposits from buyers eager to snap up the successor to the 8C Competizione. “It will be sold out before I unveil the car,” said Imparato. Details of the 6C are few and far between, but there are indications that it will be based on the powertrain and platform of the Giulia Quadrifoglio. Further fettling of its twin-turbo V-6 motor could see power go beyond 505 horses, and, with lighter, more aerodynamic bodywork it may well top out above 200 mph. As for what it will look like, Imparato hinted that there will be at least some nods to nostalgia in the design. “We are working on something that I could put aside the 8C in the museum of Arese, being proud of our contribution to the history of Alfa Romeo. That is what we want,” he said. Assuming it gets sign-off from the Stellantis head office, we should see the 6C this summer.

Exhaust: This is molto bene indeed. Under Imparato, Alfa Romeo is undergoing a renaissance, with the company back in the black and, seemingly, having strong support from parent Stellantis. The 6C would be Alfa’s first proper sports car in more than a decade, and it may well be the last example powered by internal combustion. No wonder even the idea of it is selling out fast. — Nik Berg

Build McLaren’s rarest cars in Lego

Intake: Often, when a car manufacturer also runs its own race team, the production-car side of the business will leverage the racing side to build a version of a race car to sell to the uber-rich. Such creations, typically produced in ultra-low volume, are designed to burnish the halo around both divisions. If they create a bit of envy in folks with the budgets of you and me, well … why not get the word out in Lego form? McLaren has teamed up with the plastic-brick company to sell a two-model pack representing Woking’s most exclusive street-going models: Representing the ’90s, the high-water of McLaren’s endurance racing era, is the F1 LM. LM stands, as racing geeks know, for Le Mans: In 1995 McLaren entered the eponymous 24-hour race for its first time, with “GTR” versions of the F1 street car. It walked away with first, third, fourth, fifth, and 13th place. To celebrate that mic-drop of a performance, McLaren dropped a race-spec engine in five “regular” F1s, adding the high-downforce aero kit the race team developed for Le Mans. Voila, the F1 LM. Representing the current age in the Lego box is the Solus GT, a blue-sky single-seater intended to represent McLaren freed from any regulations of street or race series. The real world only gets 25 of them, each powered by a naturally aspirated 5.2-liter V-10 engine.

Exhaust: It’s best to channel your inner child when thinking of the F1 LM and Solus GT, whether the Lego set or what the bricks mimic. Bring money or practicality into the question, and you may grow cynical: An F1 LM is worth $40M or more, though at least it’s road legal: The $3.5M Solus GT is track-only. Now, where are those instructions? — Grace Houghton

Tesla hit with potential class-action suit by shareholders

Intake: Tesla and its Chief Executive Elon Musk were sued Monday by shareholders accusing them of overstating the effectiveness and safety of their electric vehicles’ Autopilot and Full Self-Driving technologies, according to Reuters via Automotive News. The suit is a proposed class action filed in San Francisco federal court, and it says shareholders claim Tesla “defrauded” them over four years with false statements that concealed how its technologies, suspected as a possible cause of multiple fatal crashes, “created a serious risk of accident and injury.” Tesla’s share price dropped several times as revelations about the system became known, the shareholders say.

Exhaust: That share price fell 5.7 percent on February 16 after the National Highway Traffic Safety Administration recalled over 362,000 Tesla vehicles equipped with Full Self-Driving beta software because they could be unsafe around intersections. The suit should be interesting to watch, as it might help determine whether Tesla has a genuine problem, or just some public serious relations issues. — Steven Cole Smith

Cadillac heads to Le Mans with three-car effort

Intake: Cadillac will head to France this summer to battle the world’s best at the 24 Hours of Le Mans. Three Cadillac V-Series.R prototypes, which all made their debuts at this year’s Rolex 24 Hours of Daytona in January, will compete for the overall victory in the Hypercar class against the likes of Ferrari, Porsche, Peugeot, Glickenhaus, and others. Of the three entrants, one Cadillac had been designated for full-time duty in the FIA’s World Endurance Championship (WEC), the global racing series that counts the fabled French 24-hour battle as a part of its calendar, while the other two were earmarked primarily in IMSA’s Weathertech Sportscar Championship here in North America. The Cadillac V-Series.R cars utilize a Dallara chassis and a 5.5-liter DOHC V-8 engine paired with a spec hybrid energy recovery system built by Bosch. Total output is limited to 500 kW (670 hp).

Exhaust: Credit the shared specs of the new prototype cars, co-developed between the FIA and IMSA, for this chance to run the same cars at Daytona and Le Mans. Three cars competing for glory in France is no small undertaking, and the Caddies have to prove themselves a Sebing later this spring first. Cadillac’s first attempt at the grueling French race came in 1950, when privateers Briggs Cunningham and Miles and Sam Collier drove two Series 61 Coupes. The brand’s most recent attempts at Le Mans came in 2000–02 with a turbocharged version of the 4.0-liter Northstar V-8 powering LMP cars. The brand has never won the race, so each of the three cars will be vying for history. — Nathan Petroelje

Nissan recalls Rogues models with jackknife-style keys

Intake: Nissan is recalling more than 809,000 Rogue and Rogue Sport SUVs in North America for ignition keys that could inadvertently shut off the vehicle while driving. The recall covers 2014-20 Rogue and 2017-22 Rogue Sports equipped with a jackknife-style ignition key, says Automotive News. Those keys might collapse into a folded position while driving, increasing the risk of a crash if the vehicle turns off.

Exhaust: Nissan is advising vehicle owners not to attach any accessories to the key and to only use it in the unfolded position until a remedy is available, according to a NHTSA recall. The remedy is expected to be available this summer. —SCS

Stellantis to invest $155 million in plants to produce electric drive modules

Intake: Stellantis announced that it will invest a total of $155 million in three Kokomo, Indiana, plants to produce new electric drive modules that will help power future electric vehicles assembled in North America, and to support the conglomerate’s goal of 50 percent battery-electric sales in the U.S. by 2030. Offering an all-in-one solution for electric-vehicle powertrains, the EDM consists of three main components—the electric motor, power electronics, and transmission—that are combined into a single module to deliver improved performance and range at a competitive cost. The optimized efficiency of the new EDM, Stellantis says, will help each platform achieve a driving range of up to 500 miles.

Exhaust: “While we continue our successful transition to a decarbonized future in our European operations, we are now setting those same foundational elements for the North American market,” said Carlos Tavares, Stellantis CEO. Investments will be made at three plants in Kokomo, saving more than 265 jobs. Production is expected to start in the third quarter of 2024, following retooling. — SCS

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Welcome to Homegrown—a new limited series about homebuilt cars and the ingenuity of their visionary creators. Know a car and builder that might fit the bill? Send us an email at tips@hagerty.com with the subject line HOMEGROWN. Read about more Homegrown creations here. —Ed.

Long-time Hagerty member Steve Heller, 77, has spent half a century selling what he calls “live edge furniture and space age artifacts” from his Fabulous Furniture shop in Boiceville, New York. In spare moments, he mustered the energy to create four wild customs, including his so-called Fintasia 2 presented here.

“In the early 2000s, I needed a long-distance cruiser to travel between my store and the American Visionary Art Museum in Baltimore where some of my sculpture became part of their collection. Since my customized ’59 Cadillac, called Fintasia, was definitely not the right vehicle for such missions, I purchased a Mercury Grand Marquis to serve my hauling needs,” recalls Heller.

“My partner in crime, Mark Karpf, and I reshaped every inch of the exterior in my shop’s driveway, including the addition of ’50s-era DeSoto tailfins. What we christened the Marquis de Soto won the New York Times Collectible Car of the Year award and subsequently best of class at Pasadena and Sacramento, California shows.

“After that custom was sold to a California buyer, I purchased a near new Dodge Magnum in 2011, drove it home, and promptly ripped into it. We called that custom Cro-Magnum. Even though it dropped jaws everywhere I went with it, that custom was a bit too subtle for my tastes, so I bought another Magnum—a 2006 R/T wagon to efficiently transport my creations—and promptly went to town on that.

“For what was soon labeled Fintasia 2, we created the biggest ’59 Cadillac tailfins we could imagine. All the modifications were made of either original 1950s sheet metal or fabricated from scratch. No Bondo was allowed.

“This custom sports a total of eight Cadillac bullet taillamps! The scallops in the paint contain 23k gold metalflake. Construction took two years and cost around $75,000.

“Fintasia 2 also won its class at the Grand National [Roadster] Show in Pomona. While visiting the west coast, I swung by Jay Leno’s garage in Burbank. Unfortunately, the place was locked tight. But just as I was leaving, I heard someone yell ‘Hey! Hey! Where ya going?  It was Jay; he spent some time inspecting my creation and sharing generous compliments.

“We recently repainted Cro-Magnum with the intention to sell it. Those proceeds will hopefully finance my next customizing adventure!”

Anyone interested in seeing Fintasia 2, visiting Heller’s studio, or purchasing his Cro-Magnum Dodge can reach him at Fabulous Furniture, 3930 Route 28 in Boiceville, New York or email him at fabfurn1@gmail.com.

***

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GM: No gas-powered Bronco rival coming

Intake: Speaking to The Drive at the Daytona 500, GM president Mark Reuss said that his company won’t be pursuing a gas-powered rival to the Ford Bronco and the Jeep Wrangler. According to Reuss, there are a few reasons—first and foremost, he doesn’t see an advantage to GM being the last of the Big Three to enter the body-on-frame 4×4 space, behind Jeep and then Ford. Reuss also said that the emissions from such a vehicle would unnecessarily harm GM’s corporate average fuel economy (CAFE), saying that the reason Ford has to sell the Maverick in hybrid form is that the Bronco has such an impact on Ford’s CAFE numbers. He didn’t rule an eventual battery-powered off-road vehicle out of the picture, however. The Blazer, a name that was historically associated with a body-on-frame 4×4, currently adorns the hood of a stylish but streets-first crossover SUV that will soon morph into a decidedly road-focused EV, so we’re not sure what it would be called.

Exhaust: Assuming that the Maverick only exists in hybrid form to help Ford’s CAFE ratings seems a bit bold, as Ford can’t keep up with demand for that thing, but Reuss’ reasoning still holds water. So does the disinterest in being the last of the Big Three to a market segment. Still, we’re a bit dismayed to hear that. GM’s off-road trucks are quite impressive, and we’d bet that those Chevy and GMC engineers could come up with a sweet machine if given the chance. Guess we’ll hold out hope that a battery-powered off-roader arrives from Chevy someday. — Nathan Petroelje

Genesis prices electric GV70

Intake: Genesis is bringing the electric version of the GV70 to market. The Electrified GV70 Advanced AWD will start under $66,000—or $65,850 to be precise, not including the destination fee. The Prestige model, with Nappa leather, upgraded stereo, and other features will start at $72,650. Both models are all-wheel-drive. The electric model will be built at Hyundai’s Montgomery, Alabama plant, the first time a U.S. Genesis model will be built outside South Korea. Both electric models will have dual 160-kW motors, one at each end, and a 77.4-kWh lithium-ion battery. The car will be underpinned by the same E-GMP platform as the Hyundai Ioniq 5, the Kia EV6, and the Genesis GV60. “The electrified G70 represents two important milestones as we continue on our journey toward full electrification by 2030,” said Claudia Marquez, chief operating officer of Genesis Motor North America. “We are pleased to not only be growing our electric product portfolio, but also to be assembling Genesis products right here in America for the very first time.”

Exhaust: Genesis can seem to do no wrong right now. The GV70 is priced near or below the competition, and if the interior experience is anything like the gasoline-powered GV70, we expect it to be impressive. — Steven Cole Smith

Watch the Lamborghini Huracàn Sterrato hit the slopes

Intake: If the line is looking a little long at the ski lift, just make sure you’ve got a Lamborghini Huracàn Sterrato to hand. In a new video, the Raging Bull becomes more of a snow pony as it hauls a freestyle skier up a slope in the Italian Alps. The pair then race back down the mountain, kicking up clouds of white stuff as they carve turns on their descent. There’s even time for some snownuts at the end. It’s an entertaining 60-odd seconds of ice magic, and more proof of the Sterrato’s all-terrain agility.

Exhaust: Take note future Sterrato and 911 Dakar owners, these machines have been designed to be driven: any time, any place, any how. They might look good in your climate-controlled collection, but they look even better when put to use out in the most extreme elements. — Nik Berg

Dodge Ram REV reservations closed in less than a week

Intake: It’s either the power of a good Super Bowl ad, or a pent-up demand for an electric Ram pickup, but the order books for the new Ram REV opened and closed in just five days, following the truck’s debut in a 60-second ad on the Super Bowl February 12. Reservations for the truck, which won’t be available until the fourth quarter of 2024, could be made by putting up a refundable $100 deposit for a place in line. “Membership has reached max capacity,” the reservation page read on Friday, “due to high demand.” The form then asked for a zip code and email address to alert consumers “when the doors open up again.”

Exhaust: Ram isn’t saying how high that demand was, but it’s still indicative of the fact that even though Ram is late with the REV compared to the Ford Lightning and the electric  Chevrolet Silverado/GMC Sierra, as well as the Rivian R1T pickup, there’s a group of Mopar loyalists willing to wait on their chosen brand. — SCS

’66 Nova is the latest Hot Wheels Red Line Club creation

Intake: In a perfect world, everyone has the garage space for a sinister 1966 Chevy Nova with a blower motor and wild graphics. In reality, however, space is finite, which is what makes the newest release from the Hot Wheels Red Line Club (RLC) so special. This ’66 Nova was designed by Larry Wood as an ultimate expression of Chevy’s stubby street rod. Red Line Club cars are Hot Wheels’ most detailed offerings, and they are extremely popular among the collector crowd. This ’66 Nova harkens back to the Southern California Pro Street days of the ‘70s and ‘80s, with Spectraflame Blue paint and wild yellow, orange, and red graphics. Details include Real Riders Drag Strip Demon drag wheels, Goodyear marks on the rear tires, that wild blower motor out the front, and more. The car will release at 9 a.m. PT (Noon ET) today, and it’s expected to sell out in minutes, even with the two-per-customer limit.

Exhaust: Interested in signing up for the Hot Wheels Red Line Club? The annual fee is just $9.99, and you’ll get access to exclusive models like this Nova, as well as the ability to vote on new collectible releases, behind-the-scenes content, and more. Just click this link to join. With Hot Wheels increasing in popularity as collector items, the RLC seems like the type of car club we should all want to join. — Nathan Petroelje

Caddy’s smallest SUV gets a big touchscreen

Intake: For the XT4’s fifth year on the market, Cadillac is giving the tiny luxury pod a few cosmetic upgrades. The visage is newly chiseled, with boomerang-shaped headlights and stacked daytime-running lights reminiscent of those on the bigger, battery-powered Lyriq. The most obvious change is inside, where the 8-inch display that jutted above the dash’s center is replaced by a 33-inch affair that integrates the instrument panel and the touch-activate display for audio/navigation/vehicle setting duties. A few more changes lie further down the options list: the premium audio option is no longer made by Bose but by AKG. The Lyriq’s Emerald Lake Metallic paint—a deep sort of grey-hued teal—is now offered on its little sibling, which remains powered by the familiar, 235-hp turbo four-cylinder backed by a nine-speed automatic transmission.

Exhaust: Were Cadillac actively invested in the XT4, these changes would probably have occurred in 2020 or 2021, the vehicle’s second or third year on the market, and we’d be now seeing major mechanical and/or aesthetic overhauls. Don’t blame Cadillac: It has only seven more years to fulfill its promise of an all-electric lineup. — Grace Houghton

NASCAR was founded 75 years ago today

Intake: At the bar on the roof of the Streamline Hotel in downtown Daytona Beach, on February 21, 1948, the National Association for Stock Car Racing was born, birthed by a group of businessmen led by Bill France, Sr., a gas station owner who dabbled in promoting auto races, and raced a bit himself. There were multiple small organizations that promoted racing, but none were particularly effective, and France thought there was a market for a sanctioning body with one set of rules and a firm schedule. He was obviously correct. The last person who attended that meeting died several years ago, but as NASCAR showed with a sellout crowd of over 100,000 last Sunday, the 65th running of the Daytona 500, France was on firm ground.

Exhaust: The France family, led by “Big Bill’s” son, Jim, still controls NASCAR, and the future is as bright as ever as auto racing is rebounding from the pandemic with a vengeance. NASCAR made a lot of millionaires, but it made the France family billionaires, and there’s no evidence it’s slowing down. — SCS

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If you’ve been following my posts here the last few years, you know that I’ll occasionally throw in a BMW 2800CS or a Porsche 356 or Vega every now and then, but I always, always come back to the 1970s American land yachts I love so dearly. While many in the ’70s were disdaining how massive and fuel-guzzling the new Cadillacs, Lincolns, and Imperials were getting, I see them as their marketeers likely saw them: sumptuous, mind-bogglingly roomy, and totally awesome.

The American favoritism towards long, low, and wide was still alive and well when the 1974 Cadillacs debuted in Cadillac showrooms on September 16, 1973. The usual assortment of Caddys, naturally all full size, included the base model Calais two-door coupe and four-door sedan, flossier Coupe and Sedan de Villes, top-of-the-line “owner driven” Fleetwood Brougham (with d’Elegance and Talisman packages available for even more blatant Broughamage), the swank personal-lux Eldorado coupe and convertible, and last but most certainly not least, the Series 75 Sedan and Limousine, the only factory-built limousines in production.

But while the extra-fancy models got all the glory, it was really the Coupe de Ville and Sedan de Ville that kept Cadillac in gravy. Fancier than the rather-plain Calais series, but less expensive (please don’t call them cheap) than the Fleetwoods and Eldorados, the de Villes were “just right” for many luxury car buyers.

In 1974, Cadillacs were mildly but still noticeably restyled, incorporating the new 5-mph rear bumper that was required on all new ’74s sold in the U.S. Inside, a new instrument panel was prominent, with the expected new colors and fabrics. There was no beige or dark gray, only color choices. No sirree, Bob! Want green, blue, red, white, or amber (as shown here)? No problem!

One cool feature, at least to me, was that all 1974 Caddys had a brushed-metal, silver-hued gauge cluster. It was a one-year-only feature, though later Buicks had them several years in a row. I always liked that.

One thing the new 5-mph rear bumpers did was make Cadillacs look even longer, not that the ’73s were skimpy. The 1974 Sedan de Ville was 230.7 inches long, with a 130-inch wheelbase. Curb weight was 5032 pounds.

As the middle-tier Cadillac, these were pricey but not too bank busting—for a Caddy, anyway. The ’74 Sedan de Ville had a base price of $8100 ($48,083 today), and 60,419 were produced for the model year. Its sibling, the Coupe de Ville, was far more popular, as coupes ruled the roost for the most part in the ’70s. A total of 112,201 Coupe de Villes were made and were slightly less expensive at $7867 ($46,700) a pop.

Of course, that was before options were added. Cadillacs came well equipped, but as you’d expect there was a long list of extras for people so inclined. As a Cadillac, however, there were plenty of standard features, including Dual Comfort front seats, digital clock, cornering lamps, power windows, simulated distressed pecan wood-grain vinyl trim in interiors, variable ratio power steering, Turbo Hydra-Matic automatic transmission, and the 472-cubic-inch Cadillac V-8, which in ’74 produced 205 horsepower at 4,000 rpm and breathed through a four-barrel carburetor.

But what about extras? Gadgets, gizmos, and the like? Oh, there were plenty. As the brochure extolled, “Cadillac offers an inviting array of luxury features, equipment, and accessories you can order to individualize the Cadillac of your choice …”

Things like a stereo radio with built-in 8-track player, an electric sunroof, turbine-vaned wheel discs, Twilight Sentinel, tilt/telescope steering wheel and Track Master, an early version of skid-controlled braking. If that wasn’t enough, you could get the expected leather interior (standard only on the Eldorado Convertible), a heavy-duty trailering package, Firemist paint, lamp monitors, and a security system.

I could go on about how the gas crisis in late 1973 brought a sudden shift in the minds of a lot of people to go smaller and was responsible for Cadillac’s resulting shrinkage for 1977. But I really dislike jumping on the oil crisis schtick and loathe the “Malaise” terms bandied about by bloggers who should know better. But suffice it to say that Cadillac sales did take a hit.

While 1973 sales tallied up to 267,787, the ’74 results were assuredly lower, to the tune of 242,330 Cadillacs built for model year. Not necessarily devastating, but a downward trend is a downward trend. But after a recession in ’75, the national economy bounced back and GM made a lot of hay in 1976 with everything from the Impala taxicab-grade sedans all the way to the vaunted “last convertible” 1976 Eldorado.

I spotted this remarkably nice example at the annual Trains, Planes, and Automobiles car show in historic downtown Geneseo, Illinois, in September 2016—just a stone’s throw from my favorite restaurant wihin a 50-mile radius, The Cellar. It’s always a terrific show and brings a ton of people into the small town to gawk at the classics.

There was some debate as to the color of this car. Cadillac had a vast assortment of wonderful colors in 1974, and there were no less than THREE orange hues available: Mandarin Orange, Andes Copper, and Victorian Amber Firemist. After some debate on Facebook at the time, I posted this car on my page, and Brougham guru and pal Dave Smith confirmed it was Victorian Amber Firemist.

The Cadillac Firemist colors were extra sparkly and really nice, so nice that if you selected a Firemist color for your new 1974 Cadillac, it ran you an extra $132 on the bottom line. But what the heck! Life is short, youth is fleeting, and you might as well get exactly what you want, am I right?

This car was just like new, and I loved the Mardi Gras striped velour interior. It’s soooo 1974. And so much more lush and impressive than many alleged luxury cars in 2023.

Manufacturers take note: Not everyone thinks black leather is the bee’s knees. Injecting some color into your life can be most beneficial. And whoever ordered this ’74 SDV definitely took that into account. As the ’74 Cadillac brochure said of the Sedan de Ville, it was “a perennial favorite.”

***

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Fire cited as cause for F-150 Lightning production halt

Intake: According to a report from the Detroit Free Press, Ford halted production of the F-150 Lightning earlier this month because an undisclosed battery issue caused one truck to catch fire while parked in a vehicle holding area on February 4. The fire spread to one other vehicle in the lot, which is where Ford parks completed trucks awaiting their quality inspection before heading to dealers. In response to an inquiry from the Free Press, Ford Spokesperson Emma Berg said, “I can confirm one vehicle fire. Let me reiterate, we have no reason to believe F-150 Lightnings already in customer hands are affected by the issue.” The manufacturing facility will remain shut down until at least February 23 while engineers complete a thorough investigation of the issue. “We believe that we have identified the root cause of this issue,” Berg told the Free Press, although she didn’t elaborate on specifics. “By the end of the week, we expect to conclude our investigation and apply what we learn to the truck’s battery production process; this could take a few weeks. We will continue holding already-produced vehicles while we work through the engineering and process updates.”

Exhaust: It’s a bit of a wait-and-see game now for those who already have an F-150 Lightning in their driveway. Berg stressed that Ford is not aware of any incidents of the issue that caused the small fire taking place on customer vehicles. Ford remains adamant that its quality control process is preventing defective vehicles from making it to dealerships, so this may end up going down as a small blip on the Lightning’s timeline. However, depending on what the engineers find in their analysis, a cautionary recall or warranty fix may be coming. — Nathan Petroelje

Is this winged wonder the follow-up to the LaFerrari?

Intake: A whole ten years have passed since Ferrari launched the eponymous LaFerrari hybrid hypercar, but at long last, its successor is on its way. Ferrari bosses confirmed as much last year, but a new spy video by YouTuber Varryx offers a first glimpse of what the car, codenamed F250, will look like. It’s heavily wrapped in camouflage, although there’s no hiding the prototype’s gigantic rear wing. Compared to its recent descendants, like the Enzo and LaFerrari, it’s a massively aggressive design, engineered to work aerodynamic wonders on the track. Huge intakes at the nose and vents in the hood channel air to keep the front wheels glued to the ground, while that rear spoiler and the enormous diffuser create a ton of downforce at the tail. The high voltage warning stickers that adorn this test mule confirm that it will run a hybrid powertrain, which is most likely an even higher-performance version of the 986-hp twin-turbo V-8 plus battery setup in the SF90 Stradale.

Exhaust: Prancing Horse history says that this latest hypercar will be built in very limited numbers. A leaked Ferrari internal document from 2022 suggests that only 599 coupes will be sold, alongside 199 Apertas and 30 XX track-only cars, but we’ll have to wait until fall 2024 to find out. — Nik Berg

Three more EVs coming from Cadillac in 2024

Intake: Cadillac will introduce three new electric vehicles in 2024, says Automotive News, which received a very general briefing on the models from Rory Harvey, vice president of global Cadillac. Harvey was tight-lipped on particulars, but did say that they would be built in “multiple locations.” Automotive News has previously reported on electrified versions of the Escalade and Escalade ESV—to be called the IQ and IQL—which are expected in 2024 and 2025, as well as two more electric crossovers, one smaller and one larger one, that should go on sale in 2024. The additions would give Cadillac a strong lineup of five EVs going into 2025, including the Lyriq midsize crossover that went on sale in 2022 and the Celestiq, a $300,000 hand-built fastback sedan scheduled to begin production in December.

Exhaust: It’s good to see the “Standard of the world” fighting hard to be relevant, and for GM to be funding the battle. We were impressed by the Lyriq during our time behind the wheel, and the Celestiq looks like a hit already. — Steven Cole Smith

Tesla recalls nearly 363,000 vehicles over Full Self-Driving crash risk

Intake: The National Highway Traffic Safety Administration (NHTSA) is prompting Tesla to recall nearly 363,000 vehicles equipped with or pending installation of its Full Self-Driving beta software due to an increased risk of crashing, reports Automotive News. The recall pertains to certain 2016–23 Model S and Model X vehicles, as well as certain 2017–23 Model 3 and 2020–23 Model Ys. NHTSA said that Tesla’s self-described Full Self-Driving software “may allow the vehicle to act unsafe around intersections, such as traveling straight through an intersection while in a turn-only lane, entering a stop sign-controlled intersection without coming to a complete stop, or proceeding into an intersection during a steady yellow traffic signal without caution.” To fix the issue, Tesla will release an over-the-air software update which it says will “improve how FSD Beta negotiates certain driving maneuvers.” Owners are expected to receive a letter in the mail notifying them of the update sometime after April 15.

Exhaust: Despite the confusing name, Tesla’s website warns that Full Self-Driving is only an assistance feature and that drivers are still responsible for the operation of their vehicles at all times. The software and tech have come under fire plenty of times before from the likes of Ralph Nader and others. Perhaps the next over-the-air update can change the name to something a bit less misleading? — Nathan Petroelje

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Who wouldn’t want a $7500 discount on a new car? That federal tax credit on plug-in electric and hydrogen-fueled vehicles has been around for years and was extended, with new rules, as part of the Inflation Reduction Act of 2022. Last Friday, the Department of the Treasury clarified the new rules by changing the vehicle type definitions. Now some models that previously were considered cars—subject to a $55,000 price cap—are now, presto! considered SUVs, with an $80,000 cap.

Classifying passenger vehicles is surprisingly tricky. I routinely struggled with that task when I was testing new vehicles at Car and Driver. It’s easy, say, to spot a pickup truck. But what’s the difference between a sedan and coupe? The number of doors? Or is a coupe defined by the space in the rear seat? What about funky three-door Hyundai Velosters, or four-door coupes like the future classic Mazda RX-8? There are always edge cases but now there’s a mile-wide blurred line between SUVs and cars.

These days SUVs are, with obvious exceptions like the Ford Bronco, simply jacked up station wagons and hatchbacks. The distinction is now important for those EV credits. A month ago, Elon Musk complained that the Tesla Model Y was ineligible for the credit because it was not heavy enough to be considered a mid-size SUV. With the recent change, the Model Y is now eligible for the $7500 credit. Another winner is the new Cadillac Lyriq.

The electric Caddy is sold out for 2023 so dealers are now taking orders for 2024. The GM executives I spoke with during the 24 Hours of Daytona told me they wished they could make more. We drove the Lyriq, a terrific EV that puts Cadillac on its stated path to be an all-EV brand by 2030.

Not all current Cadillac owners are happy about this evolution. While at Daytona, I attended a gathering of the V-Club, a group of V-Series Cadillac owners. We’ve reviewed several of these extra-sporty Cadillacs in video and written form and recently published a piece about how this division within a division came to be—passionate enthusiasts within Cadillac were unleashed and allowed to produce some very special cars.

The owners of those cars who were present at the V-Club party did not cheer when Cadillac’s Executive Chief Engineer Brandon Vivian reminded them of the brand’s all-EV future. I wasn’t surprised by this tepid response—after all, they’d gathered for a shared love of tire-smoking gasoline-burners, only to be told that the future will be very different from what they enjoy today. I get it. We all know that the one constant is change, but sometimes change is uncomfortable. Vivian reminded the group that the Lyriq sold out in days.

A heated debate ensued. Many V-Series owners expressed their frustration over an EV future they didn’t ask for and debated the merits of this transition. Oh, man. Vivian—a seasoned and successful club racer who understands enthusiasts because he is one—skillfully steered the crowd to the positives and assured them that future V-Series vehicles would be every bit as entertaining to drive as the current models. One attendee wouldn’t hear it and continued his anti-EV tirade but aimed it at a hapless caterer. His agitation visibly spooked the woman, who asked another staffer to call security and have the man removed. Like I always say, car people are nothing if not passionate.

In other news, we caught up with the very sharp and skillful NASCAR pit reporter Jamie Little, welcomed Ford’s return to Formula 1 with a retrospective of the brand’s F1 history, and visited the underground vault of the fabulous Henry Ford museum. My colleague Kyle Smith listed his picks for must-have garage consumables and dozens of readers weighed in with other useful tips.

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Toyota premieres the 2024 Grand Highlander

Intake: Advertising an “adult-sized third row,” Toyota showed off the new Grand Highlander just prior to its formal introduction at the Chicago Auto Show. “There is definitely a need in the market for a midsize SUV that prioritizes interior comfort in all three rows and Grand Highlander is the ultimate option,” said Lisa Materazzo, group vice president of Toyota Marketing. “This 3-row model takes the Highlander legacy to an entirely new space while also keeping on our promise to deliver on electrification.” Three powertrains are offered: A 2.4-liter turbo gas engine, a 2.5-liter hybrid with a manufacturer-estimated 34 combined MPG, and the top-of-the-line, 362-horsepower Hybrid Max. The Max has standard AWD; it’s optional on the other two models.

Exhaust: The Grand Highlander was designed in the U.S., and will be built in Indiana. No pricing information was offered. The current Highlander starts at just over $35,000, so we’d expect this much larger, better-appointed model to clock in at about $47,000 with some basic options. — Steven Cole Smith

The littlest Ferrari is now ready to race

Intake: The cutest car to wear a Prancing Horse badge is now available with an extra gallop. The Little Car Company has just launched a special edition Pacco Gara edition of its 3/4 scale Ferrari Testa Rossa J which has been designed to take to the track. A software upgrade boosts power from its electric motor to almost 22 horsepower, the steering rack has a quicker ratio for tipping into turns, the disc brakes are drilled, plus there’s a bolt-on roll bar and Sabelt harness to hold driver and passenger in place. The dampers and brake bias are also adjustable so junior racers can fine-tune their setup for each circuit. “Every element of the Pacco Gara has been developed with, and signed off by, the team at Maranello and is focused on paying homage to one of history’s great racers, while also offering drivers a substantial, tangible taste of what it feels like to be behind its wheel,” says CEO Ben Hedley.

Exhaust: When we drove the Testa Rossa J our first thought was that it would make a great Little Racing Car, but whether anyone spending north of $130,000 on one of these for their boy or girl racer would risk it all on track is another matter. — Nik Berg

J.D. Power: Charging network has problems

Intake: At least 1-in-5 charging attempts by drivers failed last year, according to a J.D. Power study released on Wednesday, says Automotive News, and EV sales are doubling the installation rate of new public charging stations. The number of failed charging attempts went from 15 percent in the first quarter of 2021 to 20 percent in the first quarter of 2022 and rose to more than 21 percent by the third quarter, according to J.D. Power’s Electric Vehicle Experience Public Charging Study. “We can’t add new chargers and let all those old ones fall into a state of disrepair,” said Brent Gruber, executive director of global automotive at J.D. Power. “We have to manage the maintenance of those as well because that’s the only way we’re going to meet the consumer demand.”

Exhaust:  We personally have had this problem repeatedly, and have found the most reliable chargers in our area to be, of all places, at Walmart. Charger installation, and the maintenance of existing chargers, has to meet the coming demand as we electrify. — SCS

Tesla top seller in California in 2022

Intake: Tesla’s Model Y and Model 3 electric vehicles were the top-sellers in California last year, outselling Toyota’s RAV4 and Camry models, according to a California New Car Dealers Association report quoted by Reuters. It is the first time a Tesla model topped the annual sales list in California, a major vehicle market where one in five cars is electric. Tesla sold 87,257 Model Y electric SUVs and 78,934 Model 3 electric sedans last year, while Toyota sold 59,794 units of its Rav4 SUV and 55,967 of its Camry sedans. The Camry was the top seller in 2021.

Exhaust: While other charging networks are facing aging problems, Tesla’s Charging network is widely regarded as the best in the business currently. No doubt that adds to the appeal of getting into a Model 3 or a Model Y. — SCS

Ford has no interest in IMSA GTP Prototype racing

Intake: With its new commitment to Formula 1 in partnership with Red Bull, Ford will not be joining Cadillac, BMW, Acura, Porsche, and Lamborghini in sports car racing’s top class, reports Motor Trend. Instead, it will focus its competition efforts on various Mustang programs and F1, plus the World Rally Championship. That’s according to Ford CEO Jim Farley and Ford Performance Motorsports global director Mark Rushbrook. “No, I don’t think we’re much into [racing] Prototypes at Ford,” Farley said.

Exhaust: This has to be disappointing news for IMSA and its fans, who had been anticipating another Ford/GM battle at the top of the sports car racing food chain. Ford will participate in IMSA GT3, though, with its new Mustang. which debuts on track at the 2024 Rolex 24 at Daytona. There, it will be fighting it out with the new Corvette GT3 car. — SCS

New tech, styling lead updates for 2024 Chevy Trailblazer

Intake: Chevrolet has announced a raft of updates for the 2024 Trailblazer, its compact SUV focused geared towards active buyers. There’s a new front fascia and lighting, plus a different grille design depending on the trim you pick (LS, LT, Activ, and RS). The range-topping RS trim will get new 19-inch wheels, and two new colors—Copper Harbor Metallic and Cacti Green—join the existing paint colors. Inside, a new 11-inch central infotainment screen is now standard, and the instrument cluster now uses an 8-inch screen instead of analog gauges. Powertrains are unchanged; lower-trim cars will get a 1.2-liter turbocharged inline-three good for 137 hp, while upper trims get a 1.3-liter turbocharged inline-three good for 155 hp. All 1.2-liter-equipped cars will get a CVT transmission, as will FWD versions of upper-trim cars with the 1.3-liter engine. If you opt for an upper-trim car with the 1.3-liter engine and AWD, you’ll get a nine-speed automatic. Base price jumps by $1000, up to $24,395, and the top trim Activ and RS models will start at $28,395.

Exhaust: Trailblazer sales were down more than 30 percent year-over-year when you compare 2021 to 2022, so it was about time for a refresh. More screens seem to be what the young buyers who might opt for a vehicle like this want, so the interior updates make sense. Will the price hike push off buyers? Time will tell. — Nathan Petroelje

Mini wants to save the stick

Intake: Manual transmissions have all but disappeared, but a study by Mini USA suggests there’s still some interest in shifting for yourself. Some 63 percent of respondents agree that learning how to drive a manual transmission “is a rite of passage and an important life skill.” Additionally, “fun to drive” was the top characteristic that respondents most associated with a manual transmission vehicle. However, despite this, less than a quarter (24 percent) of all respondents indicated they own a manual-equipped car. Not knowing how to drive a manual was one deterrent, and 53 percent of those who did not know how to drive a manual were interested in learning. It just so happens Mini offers a manual driving school in Thermal, California for $499.

Exhaust: As of November 2022 production, Mini announced the return of manuals in its Cooper, Cooper S and John Cooper Works 2-door hardtops, so they are doing there part to save the manuals. If you’d like to learn how to drive a stick but don’t want to hike out to California, Hagerty also offers a program that will teach you how to drive a manual. — SCS

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Seldom has a race been so difficult, so downright impossible to handicap as last weekend’s 61^st Rolex 24 at Daytona.

Unlike years past, the winds of change were strong in the IMSA preseason paddock. By the time January arrived, a brand-new class containing two new manufacturers, as well as a bevy of fresh-faced teams and drivers, joined stalwart entries for the impending Florida foray. We’re talking more variables than an Algebra textbook.

And from the proverbial control tower, it was IMSA’s job to keep the playing field level and fans enthused.

This balancing issue stems from professional road racing’s new set of common rules agreed upon by IMSA in the United States, and the ACO in France. This year’s legislations and balance of performance (BOP) regulations allow a myriad of new marques to compete at professional road racing’s highest level with the same car. Now, for the first time in decades, a manufacturer could sweep the discipline’s triple crown by winning first overall at the Daytona, Sebring, and Le Mans in France.

This all-new class of Grand Touring Prototypes (GTP) features hybrid-powered fiberglass-shrouded race cars that don’t resemble any sort of road-goer. Last weekend, sleek new designs from Acura, Cadillac, BMW, and Porsche made their competition debut on the Daytona high banks. The group engaged in a fierce battle for 24 hours, with the overall win eventually going to the veteran Meyer Shank Racing Acura team.

With a race under their belt, the fresh field continues on to the Mobil 1 Twelve Hours of Sebring and—most importantly—the 100th anniversary 24 Hours of Le Mans.

Back to the handicap: There was an underlying concern that the new GTP cars (called LMDh in Europe) might not survive the 24 hours, especially given the sophisticated, mandatory new battery-powered systems that require the cars to enter and exit the pits on electricity alone. There was an unspoken fear that one of the fast, proven LMP2 undercards might sneak in for an overall win. IMSA quietly addressed this issue, slowing the LMP2s down by reducing power and increasing weight.

There was no need.

Acura finishes 1-2 in GTP

The GTP cars performed, as a whole, admirably. For the second year in a row, the pink Meyer Shank Racing Acura placed first overall. Its driver lineup was comprised of closer Tom Blomqvist, Colin Braun, Simon Pagenaud and Helio Castroneves, who collected his third straight Rolex triumph. The future hall-of-famer could open his own jewelry store as he now owns three Rolex watches and four Indianapolis 500 rings.

The little Acura twin-turbo V-6 ran flawlessly, but there was concern in the pits about the transmission, which began to overheat eight hours into the enduro. They decided to run it until it stopped shifting, which it never did. Otherwise, the Meyer Shank Acura just suffered the expected niggling problems.

The lead Acura, as well as the second-place car, the Wayne Taylor Racing with Andretti Autosport Acura, completed 783 laps on the 3.56-mile track. Third place and fourth place, the two Cadillacs fielded by Chip Ganassi, also finished on the same lap. In fact, the fourth-place car was only 16 seconds behind the winning Acura.

The Whelen Cadillac was 12 laps back, and the top-finishing BMW, a Rahal-Letterman-Lanigan car, was 15 laps behind. Then, in seventh, was the first LMP2 car, the Proton entry. That car was about four seconds a lap slower than the top Acura GTP car.

The failure of Roger Penske’s Porsche GTPs to finish near the top was the biggest surprise. The two Porsches had more development time and certainly as much testing time as the other marques, but the best they could do was 14^th and 42^nd overall. If a pre-race pick had to be made, we’d likely have selected the Porsches.

The ninth GTP car, the second of RLL’s BMWs, was never in the game and finished a grim 48^th in the 61-car field.

WeatherTech Racing tops GTD Pro

Aside from the Meyer-Shank win, the other feel-good story was the GTD Pro win by WeatherTech Racing’s Mercedes-AMG, led by Cooper MacNeil, in his final race as an IMSA WeatherTech SportsCar Championship competitor. The team finished 17^th overall, giving MacNeil a Rolex on his way out of the driver’s seat to work in team management and to help with the family-owned WeatherTech company. Corvette Racing was second in class after leading much of the race, just four seconds behind the WeatherTech Mercedes.

The AWA team won in LMP3, and in GTD, the Heart of Racing Aston Martin GT3 took the class win.

Next up: Sebring

All said, though, the major marvel of the race was the Meyer Shank Acura, which was able to better launch off the corners than the competition. All race long, the pole-sitting Acura seemed to be able to pass the competition at will. The rest of the GTP field has some work to do before March 18, when the 12 Hours of Sebring takes the green flag.

Meyer Shank, on the other hand, looks to take another step toward the triple crown.

The post Acura throttles disparate Daytona field at Rolex 24 appeared first on Hagerty Media.

Editor’s note: Quotes lightly edited for clarity.

On a hot day outside of Austin, Texas in 2015, two racer-engineers on Cadillac’s V-series engineering team figured it out before most car enthusiasts were even thinking about what it was.

“We sat on the pit wall at Circuit of the Americas,” said Brandon Vivian, Cadillac Executive Chief Engineer. “Tony [Roma, Chief Engineer] and I had just gotten out of lapping the CTS-V and ATS-V, which were just coming out. We said, ‘wow, these cars are really, really good, but there are ways we could put even more soul into them.’ That’s where the Blackwings got their start.”

For the better part of two decades, blistering performance metrics have increasingly passed for progress at the expense of developing cars that stir emotions. Technology enabled this phenomenon—warp-speed 0-60 sprints became the domain of Tesla’s Model S, and recently myriad other electrics. Sports car reviews started crowing as disconnected-feeling electric-assisted power steering replaced traditional hydraulic setups. Brands added all-wheel drive to wrangle immense power. Lap times continued to drop.

In the early 2000s, General Motors was deep in this numbers game. Cadillac in particular felt it had some things to prove: that the days of the DeVille were dead, and that the brand could battle it out with German powerhouses like BMW M and Mercedes’ AMG. The mid-size Cadillac CTS-V sedan hit the scene for 2004 with a Corvette Z06-sourced V-8, 400 hp, a six-speed manual gearbox, and Brembo brakes. It wasn’t long before cars with the V badge became known as capable on track and fearsome on the street. Still, they often lacked a certain level of driver engagement—it—that drove enthusiasts to worship at the altar of ’90s and early-aughts BMW M cars.

Cadillac didn’t give up, despite having accomplished its mission by any performance metric. That day on the pit wall at COTA, Vivian and Roma decided to really chase the intangible.

The result is a pair of cars with undeniable “soul,”— apex-performance sedans known as the CT4-V Blackwing and CT5-V Blackwing. Successors to the ATS-V and CTS-V, these luxury sedans are joyous homages to driver engagement. With Cadillac soon going fully electric, the duo is a fitting celebratory sendoff to a golden age of internal-combustion performance.

Praise for the Blackwing siblings has been near-unanimous. It’s no wonder why: The 4-V Blackwing’s knife-edge precision and eager chassis are apparent at any speed, and help you dance confidently on the limit when you find it. The 5-V Blackwing raucously asserts its presence with a uniquely American blend of dare-you-to-misbehave brawn and surprisingly deft reflexes. Both cars come with heavy helpings of luxury, technology, and comfort.

Driving the Blackwings only amplified my curiosity about how they came to be. Set aside the layers of increasingly demanding safety and environmental regulations, not to mention the challenges inherent in convincing corporate types to unleash two thundering luxury sedans on the public; creating a good sports car is tough. Two excellent ones? At the same time? Excruciatingly so.

To find out what it took, I went to GM’s Proving Grounds in Milford, Michigan. Vivian overdelivered on his promise to share the full story. He trotted out his whole team of lead engineers—gearheads, racers, and irreverent personalities, all. Not shy about sharing candid perspectives or correcting my preconceptions, they explained in detail the process and philosophy that shaped the Blackwing cars. As our conversation unfolded, it became apparent how their passion guides Cadillac performance, now and into the future.

A certain character

“To start, you need to grab the right people for the effort,” said Roma. “Some teams over the years have had one person that drives the car and tunes it. We don’t have that philosophy. Everybody drives the car. You want a car that appeals to a lot of different styles—that results in cars that we like.” Roma, a multi-time SCCA Runoffs podium finisher, fosters the tone among a group of people who know how to eke the most from a given task. As he would with a car on track, he guided the conversation, sometimes with a humorous flick of wit, others via more assertive, direct input.

“And frankly these were the first cars, I’ll say it out loud, that we didn’t really focus as much on lap time,” said Roma. “We said, look, we’re gonna focus more on the elements that make these cars we want to own, cars we want to drive. Cars with a certain character.”

“They still hurt some feelings at the track,” interjected a smiling Mirza Grebovic, the gregarious Engineering Group Manager for both Blackwing cars.

“It’s funny, before this interview, I found the presentation where Brandon said, ‘go write the article,’” said Grebovic. At the beginning of 4-V and 5-V Blackwing development, Vivian asked his engineers to be journalists for a day. “So we wrote articles that imagined how you guys would cover these two cars in after their debut. When you read them now, everything we’re talking about here has that same focus.”

“That’s part of our process,” added Vivian. “It’s not who you’re gonna put on the trailer, but how you’re gonna do it.”

Vivian talks like a shoe because he is one, sharing those same SCCA Runoffs podiums with Roma. The trailer colloquialism is racing shorthand for “how you’ll vanquish your opponents.”

Three horsepower

Eckart: Did you know from the outset that the Blackwings would be the final Cadillac internal-combustion performance sedans? Did that change your approach?

Roma: “I’m not sure we would’ve done anything differently. We may not have known it initially, but look, the writing was on the wall of where the whole industry was going, and even five years ago we knew it.”

Vivian: “It was probably easier for people to spend personal time working on these cars once they knew it was the end. It was a more subconscious commitment.”

Grebovic: “It changed the team’s attitude. Like Tony [Roma] said, in the beginning we wanted to make an awesome car, we wanted to make everything perfect. But once we realized that these were the last ones, I think the passion aspect took us to a different level on resolving issues and conflicts to where I don’t think we compromised on anything.

“The intakes, for example: We had to design them to drive in a rainstorm and keep the water out without choking engine performance. We fought for numbers that colleagues thought were comical.”

Roma: (chuckling) “One engineer came in and said airflow results showed that particular setup cost three horsepower.”

Grebovic: “We all went nuts. Three horsepower! No way, we’re not giving that away.”

Vivian: “I almost jumped out of my chair.”

Roma: “The engineer is looking at us sideways. ‘It’s only three horsepower, guys,’ he said. ‘You already make over six hundred!’”

Vivian: “We gave him a polite, ‘Wrong answer. Go back and find those three horsepower.’”

It’s the little all the things

Another Blackwing non-negotiable: the option to drive with three pedals.

Vivian: “When you look at the marketplace, most other manufacturers were getting out of manuals. Early on, Tony and I laid on the tracks for manual transmissions. We absolutely knew they were necessary to give these cars the character we wanted.”

Sweating the small stuff is one thing, but Vivian’s team sweat all the stuff. This interview’s 50-page transcript brimmed with examples of the Blackwing team fighting to tune these cars just so. From dive planes to exhaust outlets, no element was above scrutiny.

Vivian: “It’s about all those little increments that have to earn placement on the car, have to be part of the total package. We decided to put the dive planes on the car because we were making incredible amounts of rear downforce, but the front of the car just would not grip. We didn’t have the right pitch moment in the car.

We mocked them up, and once the car performed, then we went back and started the iterative process from there. In a production vehicle, we don’t want the car to feel different at 70 mph than it does at 120. That’s trying to get the balance correct, getting it to where the car would be super approachable at every track.”

Grebovic: “I remember working to ship dive planes to Spring Mountain (the circuit in Nevada where Cadillac performs testing). We literally ran into a FedEx store at 11:00 p.m. saying ‘let’s just overnight this, get it down there, and get it tested.'”

Chris Mikalauskas, Lead Exterior Designer: “Those dive planes saw more than 50 iterations in two and a half weeks.”

Grebovic: “Two and a half weeks! We would all do our normal jobs, and then at 6:00 p.m. we had a meeting every day just to crank out the dive planes. But it worked out awesome.”

Blaine Heavener, Global Vehicle Performance Manager: “Speaking of iteration, with the number of exhaust systems tested previously for the CT6 sedan, we could probably lay them out on the pavement and spell ‘Blackwing.'”

Sim Gill, Lead Noise & Vibration Engineer: “Mm-hmm. 63.”

Heavener: “As we sought to create that same type of exhaust character for the Blackwing cars, we affectionately named them along the way.”

Gill: “Because there were so many iterations, it was really difficult to keep track of them. ‘R0023’ meant nothing to anybody. So I named all of my development parts. Scarface in the CT4-V Blackwing and Phoenix in the CT5-V Blackwing were the ones that made the cut. I think everyone laughed a little bit at the start, but Brandon [Vivian] started to play along with me and it caught on.

Heavener: “Bigfoot versus 8-hole …”

Gill: “Ha! I remember Bigfoot. We had Littlefoot too—the names reminded you of what was in the tuning. For me, when I hear Littlefoot, I remember that was the smaller, quieter, tuned-down version for the CT4.

For Scarface, I remember we were getting low on development parts. The exhaust was cut open and closed so many different times that ‘Scarface’ was the perfect name for it. We were getting so close; we wouldn’t stop till it was right.

Phoenix got its name because it rose from the ashes of a complete disaster: We had been working on it for quite some time, but it sounded like every other V-8. We put in all this work to differentiate the CT5 and allow it to scream ‘Cadillac,’ but the sound was a letdown. So that exhaust was completely torn apart and redone—we took a totally different approach. After that, Brandon heard it once and that was it.”

Heavener: “As an OEM, we have to respect legal limits for sound. I remember us down there, discussing Scarface’s traits, and whether the noise during the fuel-cut upshifts was acceptable. They sounded like a .22 going off on the one-two upshift, but we decided, ‘it’s staying.'”

Gill: “There was a pretty delicate balance between the hardware and the calibration that we had to manage to make ’em legal. At the start, Mirza [Grebovic] got involved as we were trying to determine the vision. Mirza’s exact words were, ‘I want it to scare small children.’”

Grebovic: (laughing) “Yeah!”

Gill: “I swear the best phone call I ever got was one night that Mirza took a Scarface vehicle home. He said, ‘my kids cried when I started it in the garage.’”

Vivian: “I think you messaged the group chat: ‘Mission accomplished.’”

Teamwork makes the dream work

Eckart: Now that the Blackwing chapter is over, and you’ve moved on to what’s next, how does the project look in the rear-view?

Heavener: “I still pinch myself every day to have worked on them.”

Gill: “These cars have my literal blood, sweat and tears in ’em.”

Grebovic: “My CT4-V Blackwing isn’t just a cool car. Knowing all the people involved, the meetings we went through, the decision making, all that makes driving it so joyful. Like Blaine [Heavener] said, you pinch yourself knowing that we worked on it. Every time I get into my car, it’s an emotional connection with the machine.”

Mikalauskas: “It’s proof to me that emotions matter when you’re creating cars. I don’t think that’s ever going away. Performance and what we do here isn’t going to magically disappear. It’s really important to look at the Blackwings as an example of the visceral components that are coming.”

Grebovic: “Yeah, we don’t want to lose that. We’ve spent so much to make it happen. And guess who gets to make an impact in the future? We do.”

Eckart: Are we going to see focus on driver engagement in electric Cadillacs?

Vivian: “Our approach isn’t going to change. The passion, the DNA is going to be there, but the level of performance will change just as technology evolves over time. Think about how capable cars were in the Seventies for track days and racing, and then Nineties, then the 2000s; then think about what these Blackwings can do. Race cars from the Nineties aren’t this good.”

Roma: (with a dry smile) “I would’ve just said, ‘yes.’”

Grebovic: We really dialed in the Blackwings, so we have to ask ourselves, ‘what would we do afterward?’ I was probably the biggest anti-EV person for a long time because I was so passionate about the cars we were working on. But now, seeing the opportunities EVs bring and all the knowledge that we have as a team, we can do so much that we couldn’t do before.”

Roma: “We’re trying to make great vehicles, and in the future they are going be propelled by electricity. Philosophically, that is where we’re going. The Blackwings are reflections of our personality, the kind of vehicles that we want for the future. Cadillac has aspirations to be a luxury EV brand, and performance luxury vehicles are required to be relevant. We want to get rid of the ‘driver’s EV’ qualifier; we’re going to make great driver’s cars that happen to be electric.

Most of us have been blessed to work on a lot of really cool products. These Blackwings are on that list, and they’re a little extra special—they are the last of a breed. I haven’t really spent any time to stop and reflect on it because we don’t really do that—we’re on to the next. It was a step on a journey. The Blackwings were the end of a chapter, maybe, but not the whole story.”

The post Soul Rebels: How Cadillac engineers birthed the Blackwings appeared first on Hagerty Media.

Another ’70s Cadillac? You betcha, as they say in Fargo. What can I say, I love these cars. Always have. I think it started when my parents started buying me Pocket Cars when I was two or three. Amongst the BMWs and Fiat X1/9s and Porsche 928s were a Cadillac Fleetwood Brougham, Cadillac ambulance, and Lincoln Continental Mark IV.

The Mark and the Fleetwood were two of my favorites, and my mom will attest that I carried them almost everywhere, along with a Matchbox Mercury Cougar Villager station wagon with an opening tailgate. I carried them to church, in the car, to the grocery store. They were always in my mitts. To the detriment of my own personal well being.

I didn’t remember this, but Mom told me one time I was running down the short flight of four or five steps from our back yard to the path to our garage, slipped, went down, and scraped up both my hands. Because I didn’t want the Caddy and Lincoln scratched, I didn’t drop them when I fell, to the detriment of my hands.

But the cars were OK!

Ever since, I’ve just loved the domestic luxury cruisers from the 1970s. Sure, they had their faults. Strangled engines, cheap plastic here and there, arguably chintzy décor in some cases. But for all that, I still love ’em.

Which brings us to the near-present. It was May 31, 2015. A Sunday. Bright, sunny, and pleasant, as most days in late May are. I ‘d seen on our local car show event website that there was an event in Sterling, Illinois, about an hour away via Scenic Interstate 88.

There were a lot of interesting cars there. A good turnout—a 1959 Thunderbird, ’77 Plymouth Volare Road Runner, and a Bradley, a rare fiberglass sportster from the late ’50s and early ’60s. But if you’ve read enough of my stuff (or simply this column), you’ll know which cars caused my eyes to bug out and my Brougham radar to chime “Awooga, awooga, awooga!”

Yes, a 1974 Cadillac Eldorado convertible in aforementioned Cranberry Firemist with white Sierra grain leather and matching cranberry dash and carpeting. This was the one and only drop-top American luxury car in the Year of Our Lord 1974, the Continental convertible disappearing after 1967 and the Imperial Crown convertible after model year ’68.

But, of course, as a luxury conveyance, it was not cheap. The ’74 Eldorado convertible retailed for $9437 (about $56,000 today) before options. Each one weighed in at an impressive 5019 pounds; 7600 were built. As a Cadillac, much was standard (leather was standard on the Eldo convertible but optional on all other Cadillacs), but available extras included Trackmaster skid control ($214), a theft deterrant system ($80), and Automatic Climate Control ($523). A newly available option was front-seat airbags, which GM termed the Air Cushion Restraint System, for $225. Although it was available on most 1974 Cadillacs, you could not get it on the Eldorado convertible or the Series 75 limousines.

As the 1974 Cadillac brochure (of course I have a copy) extolled, “This one stands alone. As an Eldorado, it has the maneuverability of front-wheel drive, variable-ratio power steering and Automatic Level Control—coupled with that exclusive Eldorado engine, quieter and more responsive than ever.

“As a convertible, it is a car unique unto itself … starting with the fact that it is the only luxury convertible built in the land … From its new superfine grille to its beautifully beveled rear deck, this is a unique driving experience.”

And it’s so pretty! I just loved the colors on this one. Say what you will about modern luxury cars. I’ll freely admit they are safer, more efficient, and with more whiz-bang modern gadgets than any ’70s land cruiser could hope for. But …

These are just so pretty! And I miss when one could decide if they wanted a coupe, convertible, pillared sedan, or hardtop sedan. And there was such a variety of colors. While it was an era I just barely missed, I go back in time whenever I spot a fine relic like this … or dive into my vintage car brochures!

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It’s far from a done deal, but Michael Andretti sounds surprisingly positive about his attempt to build a Formula 1 team, along with Cadillac and General Motors.

“Right now we’re in the hands of the FIA,” F1’s sanctioning body, “waiting on the ‘Expression of Interest’ to come out. And we’re ready to go. We’re hearing it could happen in the next couple of weeks.” The new Expression of Interest process, which was revealed earlier this January, evaluates the possibility of adding a new F1 team to the 20-car grid.

“If it happens, 2025 is our goal. It’s too late for 2024. But we’re still working flat out on it. We’ve got a bunch of people hired already. We’re building a team.” Andretti said in an interview with Hagerty.com. We met with the motorsport magnate in Daytona’s media center during Sunday’s Rolex 24 qualifying—a race that Andretti will participate in as partner to Wayne Taylor Racing. For the F1 potential campaign, American IndyCar driver Colton Herta is “still at the top of our list” as one of the two drivers.

While the FIA seems interested in the Andretti-Cadillac effort, the teams currently in Formula 1 have generally been unsupportive. Is he disappointed in their reaction?

“I don’t know if ‘disappointed’ is the word,” he said, apparently softening his stance. “I said some things I shouldn’t have. I should have said that every team is going to look out for themselves, that’s just the way it is, especially as big as Formula 1 is. My point was the series—FIA and F1—look at it a different way than the teams do. They are the ones who have to look out for the future of the sport, where the teams have to look out for the future of the teams.

“I think I used the word ‘greed,'” as he described the teams’ negative reaction towards his initiative, “which was the wrong word. I should have said ‘self-interest.’ If I was in their position I’d probably be doing the same thing.”

Andretti has examined the easy way to get into Formula 1—buy an existing team—“but there aren’t any teams interested in selling,” he says. “We’re actually really excited about the plan. If our plans come through, it’s going to far better than if we just bought a team.”

Andretti will still have to shell out some green. A $200M entry fee awaits the new team should they make it past the evaluation process—like we said, it’s far from a done deal.

***

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Between the Energy Crisis, air pollution concerns and new safety requirements, the 1970s was a pretty rough time to design a new vehicle.  But America has never run away from a challenge, be it the Interstate Highway System or a new chassis for full-size American sedans.  The B-body that emerged from GM’s Project 77 skunkworks proved that doing the right thing was also a fantastic move for the company’s bottom line.

And what’s good for the B-body was good for the larger, more premium C-body that underpinned many Cadillacs of the era. Make no mistake, lightweight plastic materials have certainly advanced from earlier implementations birthed during the Nixon administration. And computer assisted design is now measured in terabytes, not bits.

Those early days of high technology created a rear-wheel drive Cadillac sedan that advanced the genre, and it still feels luxurious by modern car standards. Perhaps even more so than a modern Cadillac. Yet the fact remains: examples like this 1978 Cadillac Sedan DeVille, currently up for auction on Hagerty Marketplace, provide an experience that synthesized the best of old and new.

While downsized relative to the outgoing 1976 model, the DeVille series was still larger and more luxurious than a comparable B-body GM product, and even perhaps the “International Sized”, leaf-sprung Cadillac Seville.

The downsized 1977 DeVille certainly had a smaller footprint, but was actually larger where it counts. There was more head and leg room for rear seat occupants (taller roofline), and a larger trunk. But unlike future implementations of GM platforms applied to the Cadillac brand, the C-body DeVilles were instantly recognizable with their bold egg crate grilles and iconic tail fins. This example is finished in a timeless silver paint job, with bolt-on wire wheel covers (in lieu of disc covers) and aftermarket window tinting to help the insulated, padded vinyl roof further beat the summer heat.

Power is provided by the standard 425-cubic-inch V-8, presumably with the standard carburetor and not the more complex computerized fuel injection system. An electronic rear air suspension remains intact on this example, likely because it sports a modest 37,511 miles on the odometer. A three-speed automatic transmission transmits the power to the rear wheels in traditional American fashion, while recent servicing includes an oil change, brake fluid, new valve cover gaskets, motor mounts, radiator, and spark plugs. The HVAC was refreshed with a new blower motor, and compressor.

The wood, leather and gray plastic interior trims certainly look the part of a low-mile original classic Caddy. The interior appears original, aside from aftermarket floormats and a handy cupholder assembly resting on the transmission tunnel. The original AM/FM 8-track stereo and passenger side waste bin are present, as are notable options like leather seating surfaces, a power passenger seat, cruise control and twilight sentinel headlights.

There’s just something about a Cadillac DeVille (or Fleetwood Brougham) from this era, as its pictures promise a visual and dynamic experience that will not disappoint. The luxurious cabin makes no sporting pretense, rather a guarantee of decadence with delightful touches throughout. We will definitely be keeping a close eye on this auction, to see just how desirable this understated C-body is in today’s crowded market for vintage luxury.

The post Auction Pick of the Week: 1978 Cadillac Sedan DeVille appeared first on Hagerty Media.

McAleer made a fun choice with tone here, and we salute it. Read this story aloud in your best 1940s film-noir melodrama voice—the more Maltese Falcon sass you add, the more fun you’ll have with it. —Ed.

The shots rang out at 3:55 in the morning—attempted murder on the Sunset Strip. It was July 19, 1949. Special agent Harry Cooper took two in the stomach, Dee David got hit in the back, and Neddie Herbert got a bullet in the side. Neddie didn’t make it. Everyone else lived, including the fourth wounded, a gangster with two slugs in his shoulder.

When Mickey Cohen walked out of the hospital a few days later, he knew they’d try again. So he made a call about a Cadillac.

He was born Meyer Harris Cohen, in New York City, in 1913. Cohen’s parents could not have known their son would become a key figure in the Los Angeles underworld, but the boy was a bad seed from the get-go. At nine, he was sent to reform school for “persistent thievery.” At the tender age of 15, the young Cohen fancied himself a boxer, so he went to Cleveland to fight. He took his nickname there, to sound more like an Irish prizefighter and get on fight cards easier.

Cohen wasn’t a great boxer, but he wasn’t a bad one, either. He was a fireplug, just five-foot-five, a bulldog in the ring. Half the time he lost it was only because some palooka had knocked him out. He fell in with a criminal element, guys with names like Moe and Lou. When he moved to Chicago, he met Al Capone, Public Enemy Number One, the most famous criminal in the country. After the FBI put America’s gangster-in-chief away for tax evasion, Cohen began working as an enforcer for Capone’s crime family. When threats from a rival forced him to skip town, he tried Cleveland for a bit, then lit out for the west. When Cohen hit L.A. in 1939, the town didn’t know enough to do the smart thing and hit back.

Hollywood’s noir period was rooted in true stories of the local underworld: bent cops, illicit card games, shootouts between rival bookies—the crime was out in the open, and half the time, on the Strip itself. Cohen became the Capone of California, a legend later played on-screen by the likes of Harvey Keitel, Paul Guilfoyle, and Sean Penn.

In 1949, when that heater put those bullets in his shoulder, Cohen was deep into a war with mafia kingpin Jack Dragna. When the east-coast syndicates came to town, chiefed by the notorious Bugsy Siegel, Dragna was all wet, shoved out of power. The hoods from the east and the hoods from the west held an uneasy alliance for a few years, and then, in ’47, Siegel got fitted for a Chicago overcoat. Cohen took over, but he refused to be Dragna’s goon.

Some believe Dragna ordered Cohen’s blood spilled on Sunset. In truth, that hospital visit was courtesy the L.A. police, a group of crooked cops trying to keep Cohen from ratting them out. Because a man like Cohen always has more enemies than friends, he knew it was time to buy a car.

In the summer of 1950, a small L.A. shop named Coachcraft Limited got a call from a local Cadillac dealer. Coachcraft had built armored cars for foreign dignitaries, but this build was different—this dealer’s customer wanted his new Sixty Special bulletproof. A week later, Cohen showed up at Coachcraft, nattily dressed as always, to sketch out his needs: looks as stock as possible, plus more toughness than the standard armored car. Where traditional car armor would repel a .45-caliber slug, our man wanted to stop a .38-cal armor-piercing shell.

Coachcraft got to work. Materials were tested at the L.A.P.D.’s firing range. Two-inch thick laminated glass was ordered. The entire passenger compartment was armored. All told, the work totaled 1500 man-hours and added 2000 pounds to the car’s 4000-pound heft. When they were done, they painted it a dark navy blue, like the night.

Al Capone had an armored Cadillac, a ’28, but that car never got a chance to stop a shot. Cohen’s joined the club. His Sixty was so heavy that a special permit was required to drive it on the highway, a permit Cohen couldn’t have. Meanwhile, in the U.S. Senate, the Kefauver commission had begun to dig in on organized crime. Cohen found himself hauled in. He testified alongside dirty men like Meyer Lansky, Frank Costello, and the associates of Atlantic City’s notorious Nucky Thompson.

The feds convicted Cohen on tax evasion in 1951, then again in 1961. He did prison stints for each charge, and in 1972, when he left the penitentiary for good, he went on TV talk shows, cheeky and colorful. Four years later, when the criminal in America’s living rooms died of stomach cancer, his armored Cadillac was still at large.

One account has Mickey selling it to a Texas oilman. The car was more likely confiscated by the Los Angeles police. But the strangest truth of all is where Cohen’s Cadillac now rests, some 6600 miles away from the City of Angels, in a museum in Otaihanga, New Zealand.

Information is thin on the Caddy’s arrival there. Car collector Sir Len Southward acquired Cohen’s Sixty for his car museum, but he died in 2004, and he mostly kept his files in his head.

Regardless, Southward seems to have been a generally brave and decent person. He raced and set records with speedboats and motorcycles, and he was knighted for charitable work, helping children with disabilities. That such a man would buy and preserve the car of a notorious gangster is indicative of eclectic taste. Southward’s museum also houses the only DeLorean DMC-12 in New Zealand, a V-16 Cadillac once owned by actress Marlene Dietrich, an early Stutz Indy car, and a three-wheeled Davis Divan.

It’s a long flight from Los Angeles to New Zealand, a long way to see a relic of the days when Sunset Boulevard was a battleground. Or rather, the first days. The spot where Cohen was plugged, the spot that set him on the path to building that Cadillac, would see violence again. In 2014, an unknown gunman shot and wounded hip-hop mogul Suge Knight six times at a nightclub at the same address—9039 Sunset Boulevard.

Seventy-four years after Cohen walked out of that hospital, there is still Hollywood, still palm trees, still beaches and tourists. And still danger under the gloss. Except once, when you ran with a tough crowd, you brought a Cadillac nearly 19 feet long, and you tried to blend in.

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Woody writes:

Sajeev,

I was reading an old post of yours regarding doing an LS or an LT1 engine swap in a Cadillac Brougham. I have a great example from 1989 with a weak, 307-cubic-inch small-block. I like your idea of an LT1 [engine] and 4L60E [transmission], but would really like to do a five-speed. Ideas?

I was also thinking to swap out the rear end with one from a period Olds Delta 88 with 3.73 gears. I was thinking the 3.73:1 would give a better holeshot. Any thoughts on this—or if you can point me in the right direction—would be greatly appreciated.

Sajeev answers: 

A restomod Cadillac Bro-ham? Sign me up for this! Let’s start from the easiest part of the operation and go upstream from there.

Rear axle: While it won’t get you a better holeshot (talk to Circle D, they’ll have what you need for that) a quicker axle ratio is always on the table. Provided the car is in good shape and you’d be throwing out a perfectly good axle, don’t swap out the entire rear end; just switch the gears and add positraction. You can get 3.73s for either the GM ten-bolt or the twelve-bolt axle that some Bro-hams had as an option. This isn’t an Oldsmobile thing; it’s a standard GM off-the-shelf part thing.

Unless you’re certain you’re getting high-quality used parts, buy new gears/posi and have a professional install them into your existing differential. If you don’t drive much on the highway, go nuts with 4.10 gears because you should never fear the gear!

Transmission: As a Ford guy, I am kinda surprised at how hard it is to find a Camaro five-speed (T-5) manual transmission for a small-block Chevy. (Well, for a reasonable price.) You can broaden your search to include Chevy S-10 gearboxes, but those can’t handle as much torque and have wider gear ratios.

If I were to manual-swap a Bro-ham, I’d get a six-speed (T-56) from an LT1 fourth-generation Camaro or C4 Corvette. These six-speeds do not easily interchange with those intended for the LS, making them dirt-cheap to acquire. They install behind a traditional small-block Chevy V-8, and their stupid-tall, double-overdrive gearing ensures effortless highway cruising and insane fuel economy. But when it comes to Cadillacs, I generally prefer column-shifted automatics. They just cruise better with a torque convertor, and make properly smooth moves to feed my luxurious soul.

Engine: No matter which transmission you choose, an LT1 swap is so much cheaper than an LS, and is far from inferior considering the improvement relative to a carbureted 307 Oldsmobile. Sure, those needing maximum performance will (rightly) choose an LS, but the LT1 can easily make over 300 horses and still be perfectly tractable in a big ol’ Bro-ham. Just get a tired 1992–96 Corvette with an automatic ($2000–$5000, and less if you look hard enough), as you get the best of everything with that singular donor-car purchase. Easily fixable warts aside, the LT1 is the most bang for your buck.

Yes, you can do an LS-swap plus whatever transmission you choose. That said, it is still a metric ton of labor to get any EFI Chevy into a carbureted Caddy. And good labor ain’t free, if you’re pickin’ up what I’m puttin’ down.

So instead consider swapping to a Chevy 350 (or a 383 stroker?) with an RV cam and a modest four-barrel carburetor, shorty headers, and a higher-flow exhaust. You’ll get similar levels of performance with a little decrease in drivability, but the labor cost will be a fraction of that for any other motor swap.

Not gonna lie, if I found a nice 350 with Vortec heads on Facebook Marketplace right now, I’d refresh it as needed, source an RV cam, install a low-rise intake manifold for a four-barrel carburetor, and drop that bad boy into the big Bro-ham for basic bucks.

Have a question you’d like answered on Piston Slap? Send your queries to pistonslap@hagerty.com, give us as much detail as possible so we can help! Keep in mind this is a weekly column, so if you need an expedited answer, please tell me in your email.

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Yes, this is a 1959 Cadillac.

No, it is not a 1960 Cadillac. No, it is not a 1961 Cadillac. Or a ’62! Just thought I’d get that out of the way. You see, today’s subject is a lightning rod for social media/internet know-it-alls. I have some experience with this. I am, as you’d expect, in many Cadillac and vintage luxury car Facebook groups, and it never fails.

Someone will post one of these rare cars, the 1959 and 1960 Eldorado Broughams, and Monday morning quarterbacks line up with frenetic energy to declare: “That’s not a ’59! That’s not an Eldorado! That’s a ’60! There’s no dual bullet taillights!”

Or, when the equally rare but mildly facelifted 1960 Eldorado Brougham is posted: “Dagnabit that isn’t a ’60! It’s a ’61 Sedan de Ville! It has the skeg fins! No ’60 had the skeg fins! Dagnabit consarn it and gods cuss it!”

Oh, but they did. Here’s their story.

Most folks who are Cadillac fans remember the Eldorado Brougham—at least, the original 1957-58 version. A technological showcase, totally flamboyant, and ridiculously expensive, it looked like a Cadillac, boasting all the cues: egg-crate grill, fins, and chrome, chrome, chrome.

But at the same time, it looked like no other Cadillac, with its center opening doors, an uber luxurious interior (with magnetic cocktail tumblers included!), stainless steel top, and super low height. Expensive when new, expensive to restore today, but very collectible. Just 400 were made in ’57, while ’58 saw just 304 roll off the line.

And for many, with the exception of total Cadillac fanatics like your author, that is the only Eldorado Brougham. But it wasn’t. The 1959 Eldorado Brougham was completely different. And only 200 were made in 1959–60, which is the most likely reason it throws so many people: they simply have never seen one.

Even I had never seen one until 2016, when I attended a CLC West of the Lake Region show at Heritage Cadillac in Lombard. It was actually parked next to another gorgeous rarity: a 1959 Eldorado Seville. Eventually, I regained consciousness after my swoon and began taking pictures.

One distinction the 1959–60 Eldorados have that the 1957–58s do not: they were built in Italy by Pinin Farina. As my copy of 80 Years of Cadillac LaSalle relayed: “Pre-tested Cadillac chassis were crated and shipped to Italy by boat. Completed cars were shipped back to the United States and final finishing and testing in Cadillac’s Fleetwood plant in Detroit before they were released to dealers.”

The bodies were, naturally, very different from the rest of the 1959 models, though of course there was a strong family resemblance. But yes, they did not have the famous “biggest fins ever” that all other ’59s shared. And this is one of the sticking points when folks who don’t know about these cars see one online or in person: that it couldn’t possibly be a ’59. Ah, but it is!

I think another thing that throws people is that it doesn’t have that Jetsons-style wrapped windshield, another feature only the 1959–60 Eldorado Broughams had—until 1961, when all Caddys got a very similar one. With the exception of the instrument panel, pretty much everything else in the interior is unique to the Brougham vis-a-vis the other ’59 Cadillacs. The seats are similar but not identical to the 1959 Eldorado Biarritz and Eldorado Seville.

But under the skin it was about the same as its less pricey (but don’t call them cheap) siblings. It had the same 225-inch overall length, 130-inch wheelbase, and the same 390 CID V-8 under the hood—albeit with the Eldorado-spec triple carburetors.

And just like the 1957–58 Eldorado Broughams, these were VERY expensive: $13,074. This, when an Eldorado Seville went for a still princely $7401 and a new Chevy Impala Sport Coupe had a base price of $3580.

So it is no real surprise only 99 sold in 1959, and just 101 left dealer lots for the swan-song 1960 model year. That’s why you hardly ever see one. Fortunately for me, our featured car lives relatively close to me in the greater Chicago area. Since that 2016 show at Heritage Cadillac, I’ve seen it at the Ettleson Cadillac shows too. Always have to check it up close each time, too.

The ’59 Eldorado Brougham debuted at the 1959 Chicago Auto Show, which was four months after the rest of the 1959 Cadillacs appeared in showrooms. I’m not sure if this photo, found on Facebook, is of the Chicago show, but wouldn’t it be a kick if this was the same car as our featured Brougham? Could be.

As a result, I’ve taken probably around fifty pictures of this car over the years, as you can see from the different backgrounds in the pictures in this column. I just can’t help myself!

One cool feature was the rear quarter window, which retracted into the C-pillar when a rear door was opened. As you can see, many of the Eldorado Brougham’s styling features, such as the lower fins, inset taillights, and formal roofline appeared on later Cadillacs, which adds to the confusion amongst people not as immersed in Cadillac history as your author.

The hatch-style hood and rear-hinged hood never appeared on any other Cadillacs, at least to my knowledge. See how the nose panel and fenders all appear to be one piece? Those are the handmade and leaded panels, courtesy of Pinin Farina’s coachbuilders. Top tip: don’t bump your Eldorado Brougham into a fire hydrant.

While the full array of Cadillac colors was available, this one is finished in Ebony, with a matching leather interior. It looks good, but I’m partial to the brighter Cadillac hues, and if I’d been a millionaire in 1959 or maybe had just won a jackpot in Vegas, I’d have gone for a light green, dark green, burgundy, or maybe navy blue.

Interiors? Hmm. White leather would be bright and cheerful, but a dark green exterior with saddle tan leather would be pretty too. I gravitate to my resin model of the 1960 Eldorado Brougham featured further up in this column, Persian Sand with white leather, black dash, and black carpet. Because, why not?

Either way, you had a rare birdie indeed if you owned one of these back then—or even today. I still hope to see a 1960 version in person sometime! But it truly made my day the first time I saw this particular ’59.

And now you know “the rest of the story”, as someone rather famous once said. Go tell the others.

The post 1959 Cadillac Eldorado Brougham: One of 99 appeared first on Hagerty Media.

If you log onto Andrettiautosport.com, you’ll find seven vertical boxes that outline the different kinds of racing that Michael Andretti’s company is involved in: Extreme E, Formula E, the IMSA WeatherTech Championship, IndyCar, Indy Lights, the Supercar Championship and Super Copa.

In late 2021, Andretti made it public—actually, his father Mario Andretti inadvertently made it public—that Michael would like to add one more vertical box to that inventory: Formula 1.

Last February, when the buzz was at full din, I asked fellow IndyCar and IMSA team owner Bobby Rahal, an Indianapolis 500 winner and in 1978, a Formula 1 driver himself, what he thought about Andretti’s chances then of getting accepted into Formula 1’s gang-of-10 inner circle.

“I think, good luck,” Rahal said.

It wasn’t just money. Andretti, who also raced in F1, told me he had the $200 million entry fee, plus backing for starting a from-scratch F1 team, which could run five times more than that pricey entry fee. And, as you may know, Andretti was sent home with his tail between his legs.

F1 is a business, a lucrative one if you’re good at it. And the 10 teams in F1, which are mandated to field two cars apiece, saw no reason to split the pie eleven ways instead of ten. Several principals let it be known that they didn’t get the value Andretti would bring to the table that should cost them part of that pie.

That changed Thursday when the press release dropped: Michael Andretti and Cadillac would be joining forces in an attempt to join F1. Is anybody saying General Motors racing in F1 wouldn’t be value added? Anyone? Bueller? Crickets.

That doesn’t mean it’s a done deal, despite the admirably try-and-stop-us tone of the press release. Here’s Mark Reuss, GM president and a dedicated motorsports fan:

“General Motors is honored to team with Andretti Global on this historic moment in racing. We have a long, rich history in motorsports and engineering innovation, and we are thrilled with the prospect of pairing with Andretti Global to form an American F1 team that will help spur even more global interest in the series and the sport.”

Michael Andretti isn’t letting grass grow under his feet, either. Less than a week ago, he announced a partnership with Wayne Taylor Racing, which fields a championship team in IMSA, a division of the sport in which Andretti was already involved at a third-tier level. This deal with Taylor and Acura (not Cadillac, which also fields teams in IMSA’s new premiere Le Mans-bound GTP class) shows how diversified Andretti is.

Let it not be forgotten—assuming you even knew this—that when Penske and Dodge parted ways in NASCAR, Andretti was going to go NASCAR racing with Dodge and Kurt Busch, even investing in a facility before Dodge suddenly pulled the plug. And Andretti came this close to bringing Volkswagen into NASCAR before that deal fell apart. And be aware that even as he was angling for an F1 invitation (that’s how it works, all 10 teams had to vote you in), he told me he’d still go NASCAR racing “if the right deal came along.”

Bottom line: Do not discount Michael Andretti. Do not discount Mark Reuss. Especially do not discount Michael Andretti and Mark Reuss.

The Andretti-Cadillac F1 team would be based in the U.S. with a facility in the United Kingdom. The team would have at least one American driver, which is one more than the other American team, Gene Haas’ Haas Formula LLC, has had in its seven years. That driver would most likely be Colton Herta, the 22-year-old Honda-powered Andretti IndyCar driver who has to be hoping he doesn’t age out before Andretti and Cadillac get permission to begin building their team.

Unless they buy an existing team, that is—a possibility, and you have to think Gene Haas may be tired of spending money on a perennial backmarker. He might relish selling his seat at the table for GM money, though Haas flatly turned down an Andretti offer last year. It could be 2025 before an all-new team can get up to speed.

Andretti’s backers last February were, he told me, not a group of investors, but “a couple of guys” known “a little bit” to the racing community.  Guesses ranged from the Steinbrenner family to Bill Sandbrook, former CEO of U.S. Concrete. If they are still involved, plus General Motors’ clout and fat checkbook, it could all come together.

With three Grand Prix races in the U.S. (Austin, Miami, and soon, Las Vegas) and F1 riding an American wave begun by Netflix’s Formula 1: Drive to Survive TV series, it’s a way-past-perfect time for a truly American team. And if Andretti and Cadillac can’t make F1 sit up and listen, nobody can.

***

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Last Thursday, dusk turned to darkness at Daytona International Speedway, and an all-new fleet of top-flight, scratch-built race cars took to the 3.8-mile course under the lights.

For the teams that race all day (and, often, all night), this off-season has been an endurance run of its own. Each is gearing up for the biggest clean-slate wipe in recent memory. The collection of winged warriors at the top of the road-racing grid have undergone an immense change—new manufacturers, new hybrid engines, and even a new class name.

These “Le Mans Daytona h” (LMDh) cars—called Grand Touring Prototypes (GTP) here in America—will race next season, starting with January’s Rolex 24 at Daytona. From there, the drivers and teams will split and shuffle rosters before embarking on their campaign in either the IMSA WeatherTech SportsCar Championship or the Euro-based World Endurance Championship (WEC).

Ahead of the 2023 season, Cadillac, Porsche, BMW, and Acura were present at Daytona, vetting their novel LMDh cars and brand-new powerplants. The Thursday session marked the first time teams tested at night. Each of the four engines will be governed to about 670 horsepower and use a common hybrid system that allows the cars to get on and off pit road under battery power. (Not-so-fun fact: Given the relative newness of these systems, and the anticipated gremlins, there is a chance that we could see a slower class claim an overall win in the Rolex 24.)

Even though they share an electric hybrid system, all four of these marque-specific engines are quite different. From a distance—and in the dead of night—a trained ear can actually tell which car is passing by from the sound.

The Cadillac uses a naturally aspirated 5.5-liter V-8. Over a Zoom interview last week, Laura Wontrop Klauser, GM sports car racing manager, said the piece is “all new.” Or, mostly new.

“Just like everyone else, we did not have much time to make a decision as to what we wanted to do with this car, so a lot of it is leaning on the experience we’ve had for decades—racing with Chevrolet and what we learned with the Cadillac DPi car [which is being replaced by the GTP]. And as quickly as we could.”

She added: “We did work on packaging options for multiple engines. And after we reviewed what the requirements were for this platform, it made sense to carry forward with the V-8 architecture. This is a new engine for this car, but leaning on the past just made sense, especially with running overseas in WEC. I think we’re bringing America over pretty loud and strong with our Cadillac, and we’re proud of that.”

Indeed, it is loud, and with the biggest engine in the class, the sound is fierce, almost guttural—a bit like a NASCAR stocker.

Across the garage, Porsche was testing its new beast. Urs Kuratle, director of factory racing for the LMDh program, said that: “Like the other three, we had a wide range of engines that it would be possible to make something out of. Packaging was one thing, the rules were another, and economics were a consideration as well.” Porsche opted for a 4.6-liter, twin-turbo V-8. It sounds like a V-8. However, it’s far more high-pitched than the Cadillac’s and willing to rev to the moon.

BMW also chose a twin-turbo V-8. Its mill is slightly smaller, displacing 4.0 liters. “We had three elements we had to combine: Brand DNA, and what was best suited to the regulations, and we had to combine what was realistic and within reach,” said BMW’s LMDh project leader Maurizio Leschiutta.

“We came up with a V-8 with twin-turbo architecture, which is the same architecture we used in our M5 Competition road car. It arose from an existing powerplant so we could cut some of the development time.” The BMW sounds like an unmuffled M5 Competition might, refined with a tinge of ripping fabric.

Acura went a completely different route. Honda has no V-8, and the Acura performed quite well with the V-6 architecture in the DPi prototype class, winning the 2022 IMSA championship.

During a recent interview with David Salters, president of Honda Performance Development, he explained to us how the powerplant was born. “We started with a clean sheet of paper, and asked, ‘What do we need to make the best racing car?’ We settled on a V-6, a 2.4-liter twin-turbo racing engine.” High-winding and a bit shrill—the Acura sounds wildly different compared to the other three engines.

Salters paused at the end of his answer. Then, he added something that positively resonated.

“We had in the back of our minds is this may be the last engine we ever make for racing,” referencing the electric era that undeniably, inexorably approaches. The brief that Salters gave the engineers and designers went something like this: “Let’s do the best we can, because it may be the last time we put pen to paper for real racing.”

“We wanted to celebrate all the efforts and learnings that we’ve gathered, and try to stitch it all together,” he added. “If it’s the last one we make, we tried to put everything we could into it.”

The season-opening Rolex 24 at Daytona is the toughest audition imaginable for four manufacturers whose GTP cars barely share a single part with last year’s DPi racers. Before the race, teams will have another go on the Florida track’s high banks for the The Roar Before the Rolex 24 mandatory test session (January 20–22).

Then, for these brand-new prototypes and their eclectic engines, it will be off to the races.

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From the 1949 overhead valve V-8 engine influenced by Charles Kettering to the modern LT4-powered Blackwing cars that were essentially four-door Corvettes, Cadillac has always looked to outperform the competition when it comes to what’s under the hood.

In many ways, the arc of the Cadillac V-8 is a fitting embodiment of Theodore F. MacManus’ now-famous 1915 Cadillac ad, simply called “The Penalty of Leadership.” Not every engine innovation was a smashing success, but you’d be hard-pressed to knock the marque for resting on its laurels for more than a few years at a time.

Throughout numerous periods in the 20th century, folks bought a Cadillac because they had come to associate the brand with the idea of “class-leading” engines—whether that was actually the case or not. Let’s take a quick look at the best (and worst) of Cadillac V-8s, as illustrated by five examples found on the Hagerty Marketplace.

1951 Cadillac Series 62 Sedan

Asking price: $13,800

The 1949 Cadillac ushered a new era of overhead valve (OHV) V-8 engines with the 331-series engines. (Yes, Oldsmobile released its 303-cubic-inch Kettering/Rocket V-8 in the same year, so it isn’t terribly unique.)

What made the 331 truly special was that it reached production at a time when flathead- and overhead-cam engines were the standard of the world (sorry) and took them all to school. The 331-cubic-inch Cadillac OHV motor was much lighter than the L-head, side-valve V-8 it replaced, with a superior powerband to boot.

A fine example of the 331 sits under the hood of this 1951 Series 62, which has remained mostly original thanks to being owned by a single family for its entire life. That one family stored this Caddy in a Detroit suburb for 45 years, but the listing states that it runs and drives thanks to an ignition tune up and a revitalized fuel and cooling system.

There’s a new battery and refreshed brakes, but the interior looks like it hasn’t been touched for decades, looking just as good as it did back in the 1950s!

1976 Cadillac Eldorado convertible

Asking price: $27,500

While the original 331-series did undergo a significant revision in 1963 with the debut of the 390-series, the new, larger engine wasn’t a clean-sheet redesign. That would arrive for the 1968 model year, which heralded the debut of the 472-series engine.

By the late-’60s, the power and displacement wars had reached a fever pitch in the luxury segment. Chrysler had a 440-cu-in big-block, and Lincoln went all-out with a unique 460-cu-in mill. Although the 472 topped both competitors from the outset, Cadillac went full mic-drop in 1970 when it punched the 472 out to a full 500 cubic inches of displacement.

Is the 500-cubic-inch mill the definition of “peak Cadillac,” and is the last factory-made Cadillac convertible the best place to enjoy said engine?

I’d like to think so, and this white-on-black example is a nice change from the white/red scheme found on the famous Bicentennial Edition. Not to mention this one has the original 500-cu-in engine, which was rebuilt 12 years ago and retains its fuel injection system.

According to the listing, the brakes have been refreshed and upgraded with bigger calipers, and a host of wear items (from wheel bearings to belts) have already been sorted out. The only flaw appears to be a need for refreshed cosmetics: Fresh paint and some rust repair might be in order.

No matter, this is about as subtle as you could get for a topless flagship before the entire genre met its maker the following year. That swan song identity is becoming more and more desirable to folks who love the automotive Malaise Era.

1987 Cadillac Allanté

Asking price: $7200

If you’re reading this article, you probably already know how badly the HT-4100 “High Technology” series of engines tarnished Cadillac’s reputation. But the initial 4.1-liter motor was improved significantly over the years, and many of the issues were resolved by the time that the Allanté roadster debuted in 1987.

One of the biggest improvements was the addition of port fuel injection, as seen on the Allanté from day one. The HT-4100’s performance and reputation continued to improve with the addition of a 4.5-liter version in 1988 and a 4.9-liter version in 1991.

Everything that made the Allanté so special presents well on this example, and the conversion from full leather seating to a period-correct leather/cloth arrangement looks absolutely fantastic.

The seller’s assertion that this Allanté is “above average” sounds fair, as the photos and the recent work (tune up) combined with honest assessments of flaws (A/C needs a recharge, tachometer light went out, audio amplifier quit working) is nice to hear in a world of half-baked online descriptions.

1993 Cadillac Allanté

Asking price: $17,500

We previously went into detail about the last year of Allanté production, and the performance benefits over previous models is clear for all to see. One such improvement was replacing the HT-series of V-8 engines for the now-familiar Northstar V-8 with four camshafts and 32-valves in its arsenal.

Unfortunately, the Northstar’s legacy of questionable durability has also done the Allanté no favors. That said, this example with only 49,000 miles and a strong service history isn’t likely to fall victim to the problems that plagued more approachable Cadillacs with this engine.

This Allanté looks as clean as the mileage suggests, and includes new Michelin tires (on period-correct Seville wheels?), Arnott shocks (to replace the original electronic units that are now difficult to find) and even new components to restore the cruise control and power antenna.

There’s also a full set of repair manuals, which never hurts to have lying around—even in the internet age.

2017 Cadillac CTS-V

Asking price: $75,000

Sadly we didn’t have an example of Cadillac’s 4.2-liter, twin turbocharged CT6-V amongst our ranks. That motor, called the Blackwing, met a tragically early end for reasons we may never fully understand.

Instead, we found this snarling 2017 CTS-V with just 12,700 miles on the clock to make up for it. Let’s face it, isn’t the small-block, pushrod OHV engine design of the V-series more true to the 1949 original than anything else Cadillac could come up with?

In our eyes, the answer is most certainly yes.

This 2017 CTS-V proudly sports GM’s 6.2-liter supercharged LT4 V-8, which made 640 horsepower from the factory. The aftermarket conical air filter might net a couple more ponies, because when is more not better? Thankfully, road rash from all this speed is less likely thanks to a paint protection film.

The seller states this automatic-equipped CTS-V was color changed to a Mercedes-Benz Sunburst Yellow, and comes with a clean CarFax to prove a history free from collision repair.

While the definition of a Cadillac flagship V-8 has changed since 1949, it’s clear that the brand has plenty of performance to offer its most loyal fans.

The post 5 V-8s that reveal Cadillac at its best (and worst) appeared first on Hagerty Media.

Report: Escalade, Camaro to be GM’s next “brands”

Intake: As rumors swirl about the Corvette name growing into a sub-brand for General Motors, it appears that the Cadillac Escalade and the Chevy Camaro may also get the same treatment. Citing sources inside GM, Car and Driver reports that a smaller, three-row SUV could take shape as a mini-Escalade, geared for competition against Porsche’s upcoming three-row SUV, codenamed K1. There’s also a chance of “a more carlike modern-luxury segment-fusing Escalade” which sounds like an off-road flavored wagon à la Porsche’s Taycan Cross Turismo. Meanwhile, the Camaro name could grace an all-electric 2+2-seater coupe and its convertible variant, as well as a sporty crossover. There’s also the possibility of a mid-priced flagship sports car that would share some content with the battery-electric C9 Corvette.

Exhaust: Cadillac has struggled for decades define its brand, with the Escalade the only model that’s kept its prestige fresh, generation to generation. Growing a name that strong into a sub-brand makes sense, if we’re thinking only with our corporate bean-counter brains. Blame Ford and (the very successful) Mustang Mach-E SUV for putting the Camaro idea into GM’s head.— Nathan Petroelje

Group B is back as German firm recreates short-wheelbase Audi Sport Quattro

Intake: Germany’s LCE High Performance has brought back the ’80s rally legend Audi Sport Quattro. The company offers a range of six different specifications, from a road-legal 220-hp version all the way to a 750-hp Pikes Peak replica. Road-biased cars use the running gear from the later Audi S2, utilizing its axles, differential, brakes, interior, and its 2.2-liter engine and five-speed manual transmission. A 350-hp tune is also available, while a 2.5-liter, 20-valve motor can be dropped in to boost power to 450 hp. That 20-valve motor goes alongside a six-speed transmission and more powerful Brembo brakes from a Porsche 996 GT3 RS. The entry-level Variant 1 uses a Kevlar body, but the rest employ carbon fiber to reduce weight. The king of the hill Pikes Peak edition gets custom KW suspension, a full roll cage, Brembo brakes, Speedline wheels and a KKK turbo to boost power to a sky-high 750 hp. Prices start from around $147,000.

Exhaust: Only 214 SWB Sport Quattros were made between 1985 and 1987, signing off on Audi’s World Rally dominance which began in 1981. Should you find one for sale, it will likely set you back $500,000, so LCE’s pricing looks quite keen for what would be the most awesome Audi on any (Ken) block.—Nik Berg

With a maxed out field, IMSA might have to turn away Rolex 24 at Daytona entries

Intake: The Rolex 24 at Daytona, IMSA’s season-opening race, has so many entries that some will be turned away, said IMSA President John Doonan. Sportscar365.com reports that IMSA will be forced to use a reserve list for entries to see who gets in and who doesn’t. The problem, Doonan said: “Obviously the challenge is that we can only fit so many in the garages and on pit lane. We showed that 61 is possible last year and have been very sensitive about people’s experience in making sure we’re not putting them in too tight of quarters.” By comparison, NASCAR caps the field at 43 for the Daytona 500. The selection process is expected to favor entries that are full-season competitors.

Exhaust: Having such interest in the Rolex 24 is a good problem to have, Doonan said. “I think it’s a wonderful statement for the OEMs that have customer car programs that there’s that many people who want to compete. That’s the positive.” The negative, obviously, is having to send some teams home. – Steven Cole Smith

Lego rolls out 2 Fast 2 Furious Nissan Skyline GT-R

Intake: So many cars, so many Legos. The latest edition in the toymaker’s seemingly endless stream of build-it-yourself automobiles will hit the market in 2023: the Nissan Skyline GT-R (R34) from the 2 Fast 2 Furious movie. The highly detailed Lego Speed Champions car comes with a Brian O’Conner minifigure, providing the perfect tag-team partner to Dom’s Fast & Furious 1970 Dodge Charger R/T. The blue-and-gray GT-R from the 2003 film wears a Toyo Tires badge and Florida license plate. Lego has not released complete details, but other cars in the Speed Champions set include 300–500 pieces and retail for $20–$40.

Exhaust: Lego’s latest replica toy car may not be immediately familiar to kids of a certain age, but their movie-watching parents will dig it. It seems there’s nothing beyond imagination when it comes to the iconic plastic building blocks, including a working life-size Bugatti Chiron. — Jeff Peek

Add pep to your Polestar for $1195

Intake: Polestar 2 owners can unleash an extra 68 hp by paying a one-off unlock fee. Buyers of the dual-motor, long-range version can opt to pay $1,195 to see power boosted to 476 hp from the standard 408, and a torque increase from 487 lb-ft to 502 lb-ft. The added electric oomph shortens the car’s 0–60 mph time from 4.5 seconds to 4.2 and cuts its 50–75 mph acceleration from 2.7 seconds to 2.2. What’s more, the upgrade can be done over the air, so there’s no need to visit a dealer, just buy online instead.

Exhaust: Offering software updates to boost performance after purchase is the new “mats and flaps”—a way to cash in on customers after they’ve paid. On the plus side, unlike Mercedes-Benz recent offering for the EQE and EQS, Polestar is sticking to a single fee and not a subscription, and they don’t seem to be charging an annual fee for heated seats, either, like BMW. — NB

The post Report: Camaro to spawn crossover, IMSA packs out Daytona, LEGO’s furiously fun Skyline appeared first on Hagerty Media.

The bullet hole in this Cadillac remains a mystery. An educated guess identifies it as the work of a German 7.92mm Mauser round. The mark sits in the left front fender of this 1918 Type 57 like a badge of valor, proof of the car’s service on WWI’s front lines.

The car is chassis US1257X, the only Cadillac known to survive from the Great War.

In WWI, Cadillacs were the officers’ cars, and for good reason. The U.S.’s first motorized campaign, led by General John “Black Jack” Pershing, used Cadillacs and Dodge trucks to chase down the infamous Pancho Villa. He narrowly escaped, but motorized transport had proved its worth. When Pershing took command of the American Expeditionary Force in WWI, he would again look to Dodge and Cadillac, this time with a more standardized approach.

The Type 51 Cadillac debuted in 1914 as Cadillac’s first V-8-powered car. The Type 53 that followed introduced the common driver-control layout that we know today: gear lever and handbrake between the seats, keyed ignition, left-to-right layout of clutch pedal, brake, and accelerator. The Type 57 introduced for the 1918 model year came with a 90-degree, side-valve V-8, displacing 5.1 liters and producing approximately 70 hp and 175 lb-ft of torque.

More than 45,000 Type 57s were built through 1919, in configurations ranging from ambulance to police patrol car to hearse. Of those 45,000, some 2500 Cadillacs were specially built to transport U.S. Army officers. These were built as knockdown kits for easier overseas transport, and more than 2000 were shipped across the Atlantic when America entered the war in 1917.

No official, military-spec Cadillac 57 is known to still exist. Those cars that made it to France were sold for scrap after the war, and the 57s that served as transport on U.S. bases seem to have evaporated.

The “Liberty Cadillac,” as US1257X is now known, was not a military-spec commission but was privately purchased by Dr. John Hopkins Denison. Dr. Denison was a minister from a wealthy family and a patriot. Unable to enlist due to back surgery that forced him to walk with a cane, Denison joined the YMCA and offered his Cadillac, with himself as its driver.

US1257X arrived in France as one of the first Cadillacs to be registered with the American Expeditionary Force (AEF). It was repainted the olive green specified by General Pershing for military support vehicles and went to work at once. Denison and his 57S served from 1917 through 1919, transporting officers, supervising the establishment of canteens and other rest areas, guiding VIP guests, and even ferrying supplies to the front.

During WWI, the YMCA was deeply involved in supporting active U.S. troops. Where the Red Cross offered specialized medical attention, the YMCA provided holistic services for infantrymen cycling through from the front on leave. This included feeding them, entertaining them, and helping them keep fit.

Some 90 percent of U.S. forces received care from the YMCA, and Dr. Denison took a supervisory role. He was ranked as a secretary, but as the YMCA was integrated into the AEF, he became a major.

Denison’s Cadillac may have fulfilled mundane duties in WWI, but other cars played more active roles in the fighting. T.E. Lawrence, a.k.a. Lawrence of Arabia, famously used his Rolls-Royce Silver Ghosts in a highly effective hit-and-run campaign against the forces of the Ottoman Turks. British forces also used armored cars during the early days of the European campaign.

By the time the U.S. entered WWI, the war had become a meat-grinding stalemate. The frontline support work done by Dr. Denison and his compatriots was essential to morale.

Whether the doctor was even aware of the shot when it punctured his car’s fender is unclear. The hole is angled downward, likely the work of a sniper or of a strafing aircraft. The Cadillac likely sustained the injury while running supplies to the front on behalf of a French welfare organization during one of the most decisive final battles of the war. The Second Battle of the Marne saw the Allies successfully hold off the last major offensive by German troops and then launch a counterattack that began a long push, leading to the Armistice 100 days later.

After the war’s close, the Cadillac continued to serve as U.S. troops were demobilized. US1257X somehow escaped the bulk sell-off of other U.S. military support vehicles, though exactly how remained a mystery until later.

In 1936, US1257X was purchased by a military collector named Major M.C. Bradley. He would own it until the mid-1960s. The car even briefly appeared in the 1938 movie Men with Wings.

In 2005, while looking for a replacement taillight for his 1929 Cadillac, Marc Lassen came across a vague ad for a drab green Cadillac. The car was located in Spokane, Washington, not far from his home. Lassen showed up, figured the car probably had an interesting story, and bought it on the spot.

A fan of vintage Cadillacs, Lassen knew that some 57s had served in the military, but this particular car had little documentation. He spent thousands of hours searching through records to establish the car’s provenance. The fact that Denison had purchased the car privately, and its use as a movie prop, muddied the waters. Was this a genuine fighting Cadillac, or just an old car painted green by Paramount Pictures?

As Lassen was reading the Eleanor Butler Roosevelt’s 1959 memoir, he finally found the smoking gun. The daughter-in-law of President Theodore Roosevelt, Eleanor was a fiercely independent woman. She had traveled to Europe during the war, despite the public disapproval of her father-in-law, seeking to aid the welfare of American troops with the establishment of the Leave system. There, she wrote, her driver was a Dr. J. H. Denison. The car was a Cadillac.

Lassen also discovered, in an old alumni newsletter from Dr. Denison’s alma mater, just how US1257X made it back to the U.S. In 1920, Denison had returned to Europe to recover it and toured France with his family, briefly. Returning to the U.S., Denison settled in Santa Barbara, California, and still used the car for family expeditions to Crater Lake and Sequoia Park. He owned it until he died in 1936.

When Lassen discovered the significance of US1257X, its preservation became his priority. To protect the brittle leather seats in their original condition, he sourced WWI-era tent material, just as would have been used in a contemporary motor pool, and made covers.

The car still runs, and while it appears to have been repainted one additional time, possibly for its Men with Wings, it is in astonishingly original condition. US1257X still wears the original front tires it did while serving in WWI, and they still hold air.

In view of its significance as a rolling artifact, US1257X became the fourth vehicle to join the National Historic Vehicle Register in 2014. It was presented at the National Mall in Washington, D.C., for the 100th anniversary of the end of WWI and was most recently on display at Le May — America’s Car Museum, in Tacoma, Washington. When Lassen arrived to collect it, the old warhorse fired up on the first crank.

Thanks to some luck and the perseverance of its current caretaker, the story of the Great War Cadillacs is not confined to a few black and white photos or some fading notes on a page. It is here, in the metal, still drivable, still carrying the marks of its service.

For where you can see the car next, be sure to follow along on Lassen’s Instagram. In the spring of 2023, US1275X heads to the AACA Museum in Hershey, Pennsylvania, and in the fall it will be at the Henry Ford Museum.

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Kevin Hart’s Caddy-swapped Grand National goes Gotham

Intake: Kevin Hart has been known to keep a wild hot rod or two kicking around his collection. The movie star/ comedian is a huge car guy, and his newest project, dubbed “the Dark Knight” is a restrained retro-modern take on one of our favorite muscle cars: a 1987 Buick Regal Grand National. Magnaflow, HRE, and a few other companies collaborated with Hart to make the Dark Knight a reality. There’s a bespoke Magnaflow exhaust system, a new carbon fiber hood and splitter, and a custom front fascia to tweak the Grand National’s visual presence in all the right ways. Blessedly, some of the best ’80s traits of this car, like the T-Top, remain.Hart and the builders decided to replace the 3.8-liter single-turbo V-6 with a 3.6-liter V-6 from the Cadillac V-Series. (Although it’s hard to tell, it looks like they retained the single-turbo set-up instead of going with the Caddy engine’s twin-turbo arrangement.) The whole business rides slightly lower and on a new set of HRE wheels that mimic the basket-weave shoes worn on the original Grand National. The Dark Knight and a few of Hart’s other builds will be at the Magnaflow booth at SEMA through Friday.

Exhaust: We love Hart’s passion for American muscle—and his interest in exploring creative, modern adaptations of the segment’s most beloved cars. Whether it’s his ’69 Roadrunner custom, his 1000-hp Charger, or past machines like this ’77 Ford Bronco restomod, the superstar sets an example of genuine enthusiasm—and great taste. — Nathan Petroelje

Legendary Ferrari engineer Mauro Forghieri dies at 87

Legends last forever.
Remembering Mauro Forghieri. 1935 – 2022. 
 
It’s been an honour making history together. Ferrari and the world of motorsport will never forget you.
 #essereFerrari @FerrariRaces @Ferrari pic.twitter.com/5CcWju2dPI

— Scuderia Ferrari HP (@ScuderiaFerrari) November 2, 2022

Intake: Mauro Forghieri, the Italian engineer best known for his work with Ferrari in the 1960s and ‘70s, died Wednesday. Forghieri was 27 when asked by Enzo Ferrari to take over the technical side of the team in 1961 after joining as an apprentice from the University of Bologna with a degree in mechanical engineering, said Reuters. “Legends last forever…It’s been an honor making history together. Ferrari and the world of motorsport will never forget you,” the Ferrari team tweeted. He moved to Lamborghini in 1987 to work on that company’s F1 program before opening his own company.

Exhaust: John Surtees (1964), Niki Lauda (1975, 1977) and Jody Scheckter (1979) all won championships under Forghieri and Ferrari. He made many contributions to the sport, including introducing the first designed rear wing to Formula 1 at the 1968 Belgian Grand Prix, as well as developing the first successful transverse-mounted gearbox. He was 87. — SCS

Bentley Bentayga Odyssean Edition claims eco creds

Intake: Bentley has wheeled out what it claims to be the most sustainable example of its behemoth Bentayga SUV. The Odyssean Edition, of which just 70 will be produced, is based on the Bentayga Hybrid and combines a 3-liter V-6 with an 18 kWh battery, and a 100 kW motor for a combined output of 426 hp and the ability to travel around 28 miles on electricity alone. That’s old news now, however, so what makes the Odyssean Edition different is an interior that’s a little kinder to the planet. Open pore Koa wood veneer on the center console uses 90 percent less lacquer than other high-gloss woods, and woolen tweed panels are used extensively. Bentley says its leather is sustainable and natural, which is a good job as there’s lashings of it. A palette of six different specifications are offered, or buyers can go full custom from Bentley’s bespoke options list.

Exhaust: A bit less lacquer and a few natural fibers isn’t going to save the planet—especially when applied to just 70 cars. Really this is just some stopgap virtue signalling until Bentley’s electric in 2025.—Nik Berg

2023 Rolex 24 at Daytona will feature completely maxed-out field

Intake: Officials for IMSA, the sanctioning body for the Rolex 24 at Daytona, have been working hard to find room in the race for all the teams that want to compete. The 2023 race, the opening event for IMSA’s season, may have to turn cars away. “It’s a nice problem to have, frankly,” IMSA President John Doonan said. One of the limiting issues is the number of pit stalls that can be carved out of the space available on pit road. The 2022 race had 61 entries, which very nearly maxed out the room. “We’ve seen a tremendous amount of momentum for the sport—for IMSA and all the fans of IMSA—and I think 2023 is not going to be any different,” Doonan said. “Even compared to a year ago at this time, we’ve had another lift in interest from competitors wanting to run the Rolex 24 and the WeatherTech Championship season as a whole. New cars aside, it’s a really special time for the sport.”

Exhaust: The new cars Doonan is referring to is the hybrid-powered GTP class, which is debuting at Daytona. The GTP class is made of prototypes—which are cars that are designed from the ground up, as opposed to GT cars that start out as production models—that are replacing the DPi prototypes that are now relegated to historic racing. Acura, BMW, Cadillac, and Porsche are expected to field two factory-backed cars each in GTP at Daytona, with the probability of an additional entry from one of those manufacturers, most likely Porsche. The race is set for January 28–29. – Steven Cole Smith