#DomesticCars

Last week we reviewed the dramatic and super finned exterior design of the 1959 Eldorado, in its two-door Seville hardtop coupe format. While its less popular convertible sibling Biarritz received matching styling in all ways except its roof, there was exclusive and different styling reserved for the third type of Eldorado: the four-door Brougham. Assembled by hand in Italy at Pininfarina, the large sedan was very rare, a last-of-type, and was a sneak peek of future Cadillacs.

It was time for a new styling theme at Cadillac in 1959, when lead designer Harley Earl reached mandatory retirement age. Bill Mitchell, longtime right hand man and team succeeded Earl and implemented immediate styling changes. Some of those - like huge fins - were to compete with Chrysler and Imperial designs, but others were an effort at streamlining and modernization; moving away from post-War looks. Today we’ll take a look at the changes underneath these grandiose and (often) pink metallic bodies.

We’re back with more Cadillac Eldorado today, in our final entry on the third generation models. We spent our last installment reviewing the special and sometimes troublesome engineering that was standard on the Brougham. Since then, I discovered this April 1957 edition of The Cadillac Serviceman, GM’s in-house magazine publication for its dealer service centers. Twelve clearly scanned pages of technical and service detail await you! After reading, return here and learn about the changes made to the Eldorado line in 1958.

We’re back with more Cadillac Eldorado coverage this week. In our last installment (over a month ago) we reviewed the interior accouterments of the Eldorado Brougham that were far beyond the standard Eldorado. Aside from its coach door hardtop body style, the other area where the Brougham went its own way was in engineering. And some of that engineering was of the experimental variety. What could go wrong?

In our last installment of Rare Rides, we checked out the interior changes Cadillac’s engineers and designers made for the new and improved third generation Eldorado in 1957. And while the interior of the standard Eldorados that year was largely shared with the rest of the Cadillac lineup, there was an exception: Eldorado Brougham. Like we saw previously with the Brougham’s mix-and-match approach in use of old and new exterior styling cues, the interior went its own direction as well.

We spent our last installment reviewing the more modern exterior styling of the 1957 Eldorado Seville, and new-yet-dated looking Eldorado Brougham. Those two followed our coverage of the Eldorado Biarritz, which was unable to adopt Cadilac’s 1957 roof and pillars design because of its canvas roof. This week we step inside the Eldorado, and see how removed it was from the 1956 models.

Last week in our Cadillac Eldorado saga, we covered the visual updates in the new-for-’57 Eldorado Biarritz. Part of a styling revision across the line at Cadillac that year, the Eldorado in particular drifted away from the bulbous fenders and tall hood shapes that were a hallmark of post-WWII American car design. But there were two more Eldorados in 1957! One of them looked more daring than the Biarritz, and the other looked almost like it was from the past.

As we learned in our previous installment, the third generation Eldorado debuted in 1957 with a daring new X-frame chassis design. Launched across the entire Cadillac lineup that year, the X-frame would become controversial in short order due to safety concerns in side-impact crashes. Up top, Cadillac decided to make less controversial styling changes on the 1957 Eldorados. Designers advanced a styling theme that would reach its fin-happy and chrome bedazzled crescendo a couple of years later.

As we learned in our last installment, the Cadillac lineup was revised visually for 1957, and would be revised again in 1958 once quad headlamps became legal. Fins grew, hoods smoothed, roofs leaned backward, and there were more Eldorado variants than ever before. But styling and lineup changes weren’t the only new features in 1957: Cadillac was also eager to tout its Standard of the World engineering, safety, and engine advancements!

The second generation Cadillac Eldorado was met with immediate sales success after its repositioning from a halo vehicle to a more affordable upmarket trim package in 1954. Expanding upon the success in its third and final model year, the second-gen Eldorado sprouted a new body style (a hardtop coupe) called Seville in addition to the mainstay convertible sibling christened Biarritz. In 1958 it was time for all-new Eldorado(s), in a moment that would see the nameplate expand into a small lineup in two very distinct price brackets. Time for model range detail!

The product people at Cadillac made a crucial decision early in the Fifties with regard to the positioning of the second generation Eldorado: It would be less expensive, and less special. The unique content of the exclusive limited-run 1953 Eldorado meant it had a stratospheric price that put it out of reach for the vast majority of consumers. The subsequent 1954 Eldorado appeared with a more reasonable price, and was a fancy trim package atop the new Series 62 convertible. Sales skyrocketed, and the trajectory for the remainder of the second generation was set!

Sacrificing much, GM spent billions and billions of 1980s dollars on technology and engineering entities at the behest of CEO Roger Smith, who wanted to transform The General into a company more resembling a conglomerate like GE. Half a decade later Smith was gone, and the remaining brass began to unwind the costly EDS and Hughes deals and return GM to its standard operating procedure. But behind the layers of finance and paperwork, Guidestar GPS was developed. And the first time the public got to see it was in 1994 in a very exciting debut.

As we learned in our last installment in this series, the lowering of the digital and governmental barrier between civilian and military GPS assets in 1996 was a boon to the consumer side of navigation, and (per our comments) land surveying as well. It was a timely turn of events for General Motors after the Orlando area TravTek experiment of 1992 proved either too costly to scale, or alternatively not valuable enough in the eyes of consumers. Before we get to GuideStar, we need to cover much context around why GM was so keen on high-tech things in the Nineties, and the massive amounts of money it spent in its pursuit.