1936-1937 Studebaker Overhead Views

Studebaker (Wikipedia entry here) suffered greatly during the early years of the Great Depression of the 1930s.  However, for model year 1936, new bodies were introduced.  These were up-to-date, all-steel, all-metal-roof bodies whose design was in line with style leader General Motors whose most recent redesign appeared on many of its brands for 1935.

I thought you might be interested in seeing some overhead views of examples of the new Studebaker design.  Note that these were created before Raymond Loewy's industrial design firm was hired to style Studebakers.

This and other 1936 Studebaker advertising claimed that Helen Dryden was responsible for the cars' design.  From what I've read, her contribution was mainly in regard to the interior.  As for the exterior, its styling is entirely in line with the styling fashion of that model year.  Since Studebaker (so far as I know) did not rely on body-making firms such as Murray and Briggs (which had their own styling staffs), it seems likely that Studebaker either had some internal design capabilities or hired consultants.  I'm drafting this post in Hawaii, far from my reference library, so readers who know the source of '36 Studebaker styling are encouraged to Comment.

Gallery

1936 Studebaker Dictator Cruising Sedan - car-for-sale photos
Some background on "Dictator" as a Studebaker model name is here.  Dictators were the firm's entry-level models.  The top of the car is pure sheet-metal -- no fabric insert that was common previously and found on some mid-late 1930s American cars.  The top is more rounded than flat, related to sheet metal stamping technology of the day.  Also rounded are window framing and, especially, fenders.  The hood plan view tapers toward the grille that avoided the current "fencer's mask" grille design fad.  Headlight assemblies are teardrop shaped, a common 1930s gesture to streamlining.

The trunk is a distinct shape attached to what otherwise would be a steep "fastback" profile.  In those days, a number of American cars with this configuration were deemed "touring sedans" because this feature allowed for greater luggage storage space than could pure steep-fastbacks.  The puffy fenders provide room for a broad running board.

1937 Studebaker Dictator Business Coupe - RM Sotheby's photo
The coupe design looks a lot less conventional 1936-37 than the sedan pictured above.  This especially has to do with the passenger compartment not-very-greenhouse with its distinctive wedge-shaped backlight window, a unique Studebaker feature.

Nash Metropolitan Walkaround

Ages ago when I was attending the University of Washington, one of my fraternity brothers had a Nash Metropolitan, a very small car with tiny wheels.   I never drove it nor rode in it, so I have no personal basis for evaluating its automotive qualities.  But then, I'm here to discuss its styling.  I also did that around ten years ago in this post.

In brief, the Metropolitan was styled in America, but produced in England using Austin components including the motor.  The first link above indicates that Metropolitans were intended as secondary cars for two-car families -- a growing market segment in the prosperous, post- World War 2 United States.

Metropolitans were marketed model years 1954-1962.  Nearly 100,000 were sold in North America, and others were sold in Europe.

Images below of a 1955 Nash Metropolitan coupe are via Bring a Trailer Auctions.

Gallery

Front view.  Later facelifts featured a mesh grille.

Styling features came from the 1952 Nash playbook.  Those included the high-fender, low-hood configuration, the short wheel openings at the front, and pressed-metal ribbing on the door.

1952 Nash Statesman - Mecum Auctions photo
For reference.  Again, note the wheel openings, fender shape, side chrome strip, and that sculpting below the windows.

The Metropolitan version in side-view.

Tail lights are similar to those on big Nashes.

The backlight window is a three-segment affair.  In the USA by 1954, this could be done using one piece of glass, but perhaps not in England.  Or maybe this was more economical to produce.

The dashboard was pretty Spartan -- all metal, no vinyl or padding.
Designing attractive small cars is not as easy as designing large cars.  One approach is to avoid having the small car look like a shrunken large one.  I suppose the original VW Beetle might be an example, even though it was not professionally styled, as best I know.  Another example is the original Austin Mini.  The alternative is to produce a shrunken version of a large car.  Sometimes, these can look pretty odd.  The Metropolitan is that kind of design.  Yet, though it isn't beautiful, isn't even very attractive, it sort of "works" in a strange way.  Especially the early, pre-facelifted ones.

Dodge's Odd 1961 Facelift

This is another "What Were They Thinking?" post.  As the title above states, the subject is how the 1960 Dodge design was reworked for the 1961 model year.  The result was not a happy one aesthetically.

It seems that Chrysler Corporation's sales were not going well.  The highly successful 1957 line with its prominent tailfin theme was becoming stale in the eyes of potential buyers.  The corporation's 1960 line was based on unit-body construction, replacing traditional body-on-frame assembly.  This made drastic facelifting more difficult and costly than before. 

Nevertheless, Chrysler planned redesigns of many of its models for 1962, so it's possible that the 1961 design was intended to be a transition to a new, non-tailfin theme.  My automobile reference library is pretty good, but lacking in information about Dodge.  Also, the Internet seems to lack detailed information on 1960-61 Dodges.  So I can't provide background on the facelift, even though plenty of resources must have been devoted to it.

The best I can do at present is discuss Dodge styling for those two model years.

Images below are of Dodges listed for sale on the internet.

Gallery

1960 Dodge Polara
This example of Dodge's top-of-the line features plenty of blingy, jazzy ornamentation.  Eliminating the (ugh!) quad headlights, the chrome swash abaft of the rear wheel opening, the tailfins, and the knock-kneed front bumper assembly, there remains a pretty clean, attractive design.

1961 Dodge Dart Phoenix
But that taut, hood / front fender shaping for 1960 was reduced to a flabby frontal theme for '61.  The front fender line is soft, having little character.  The concave grille also lacks character, though 1962 Plymouths featured similar shaping.  Those little horizontal slots along the upper and lower framing of the Dodge grille might be echoes of similar shapes on early 1950s Dodge grilles -- though that link's probably way too subtle for most folks, I suspect.

The tail fins are distinctive.  A love-'em strongly or hate-'em strongly design characteristic that meets Bob Lutz's approval.  He contended that bland does not excite potential buyers.  That said, I think the tailfins could have been eliminated, along with all the rear fender chrome and extended tail light housing, revealing an attractive car.

The unitary body construction required no serious changes to the passenger compartment zone.  Besides the flabby front end, we find that the tailfin profile has been reversed, the high point being forward instead of aft.  That reduces the fin's prominence.  But now the fin seems odd because it has no aerodynamic stability functionality.  It's simply an odd shape.

Jet fighter-like details were fashionable for 1950s-vintage American designs, especially at Ford, but also here at Chrysler.  Those prominent, extended tail light assemblies echoed by bumper detailing below, could have been an inch (25.4 mm) or so shorter.

Rear ends for 1961 received a new bumper design.  The tail lights are now tucked inboard of those strange tailfins, creating awkwardness.  The after part of the trunk lid is reshaped, while its transition to the bumper is filled by cramped detailing.  Retaining the '60 trunk design would have been better.

1954 Packard Clipper Club Sedan Walkaround

My impression is that folks who write about cars tend to feature the fanciest examples.  For the 1930s, for instance, I've seen many more articles about Duesenbergs than about American Bantams.  And I am guilty of the same thing.

So I've decided to write some posts on lesser models as well as the line-toppers.   Especially when I find a good set of images.  That's the case today.  The internet coughed up a set of decent photos of the entry model of the 1954 Packard Clipper line.

The car shown below is a two-door sedan, the least-expensive model in each Clipper series.  It is from Clipper's mid-range DeLuxe series and was listed for sale on the Internet.

Gallery

This body was launched for the 1951 model year and remained in production with many facelifts through 1956.  In '51, the 200 (pre-Clipper) series included a Club Sedan along with a Business Coupe sharing the same body.  The latter was eliminated for 1952.

Packard's 1953 facelift included a revised rear fenderline.  Its leading edge had a rounded profile.  The new design was intended to de-soften the body shape.

The aft ends of the rear fenders were also restyled.  In the mid-1950s, American stylists realized that a longer, dominant fender profile made designs seem longer than they basically were.  At the front would be "frenched" headlight housings (not on this Clipper, however) and at the rear would become sort of variation on what we find here.

The shapely Packard trunk lid was retained.  Simpler detailing here compared to upscale Packards.

The backlight window is a large, one-piece affair reflecting improvements in glass-forming technology.

The B-pillars are pretty narrow, yet their effect is less sporty than that of pillarless hardtop coupes.

Entry-level Clippers had two-segment side chrome strips.

The 1951 Packard 200 grille was slightly simplified for 1953 Clippers and carried over for '54.

AMC's 1970-1983 Hornet/Concord

Nowadays, some American automobile brands market the same car body for many years.  An example is the Chrysler 300 introduced for the 2005 model year, and still in production (to the best of my knowledge) as I write this (April, 2024).  That's 20 model years with only one major facelift.

Back in the 1970s and earlier, major manufacturers usually redesigned cars every three or four model years, sometimes even more often.  Some exceptions were Hudson (1936-1947 with three years off due to the war) and Ford (1952-1956 with a major facelift for 1955).

American Motors Corporation was much smaller than the likes of General Motors and Ford, so could not afford frequent redesigns.  And in the 1970s with its 1975-1980 Pacer that did not sell well after its introductory year, the corporation lost money and was purchased by Renault and, later, by Chrysler.

What this boils down to is that AMC's new for 1970 Hornet was facelifted and rebranded for 1978 as the Concord.  These cars were produced for 14 model years: 1970-1983.

I wrote about the Hornet here.  Today's post shows examples of two-door and four-door Hornet/Concord sedans (though the 2-door version looked like a coupe in many cases, and is ofter referred to as such).

Unless noted, images below are car-for-sale photos.

Gallery

1970 AMC Hornet 4-door sedan
The original Hornet was a clean, attractive design.  Not exciting.  So it probably had little of the "Must buy" factor that can be important for sales.

1977 AMC Hornet 4-door sedan
The final version before the re-branding.  The grille area had been facelifted, and this car sports the then-fashionable vinyl-clad passenger compartment roof.  Note the large bumper mandated by the government.

1978 AMC Concord 4-door sedan - factory photo
First-year Concord.  The forward-leaning front seen in 1970 now leads slightly backwards.  The grille is positioned so as to overlap that large bumper, reducing its visual impact.

1980 Concord 4-door sedan - BaT Auctons photo
A less-dressy Concord two years later.  A new grille flanked by rectangular quart headlights -- retrograde, in my opinion.

1983 AMC Concord 4-door sedan - via Hemmings
A final-year Concord.  Now the passenger compartment greenhouse is six-window, not four-window.  Note that the body rides higher off the ground, probably due to compatibility with AMC's 1980-1987 four-wheel-drive Concord-based Eagle.  The grille is little-changed from 1980.

1970 AMC Hornet 2-door sedan
Now for two-door sedans.  Again, the basic original body with entry-level lack of trim.

1977 AMC Hornet 2-door sedan
A final-year Hornet, also lacking ornamentation.

1978 AMC Concord 2-door sedan - BaT Auctions
The Concord version received a padded vinyl top that encroached on the after windows, creating the fashionable opera-window appearance.

1981 AMC Concord 2-door sedan
This rides high, Eagle-fashion.

1982 AMC Concord 2-door sedan
Model year 1982 was the final one for 2-door Concord sedans,  The car seen here has two-tone paint, along with the vinyl.  A far cry from the simple Hornets shown above.

1960s Chrysler Hardtop Coupe Passenger Compartment "Greenhouses"

Two-door cars offer stylists more freedom of expression than do four-door cars.  That's because those doors for back-seat passengers usually demand ergonomic and structural considerations that limit what stylists can do.  Two-door, four or six passenger cars, on the other hand, only have such restrictions for the single side-doors, leaving the after part of the passenger compartment greenhouse relatively free for design creativity.

Of course, there remain some styling constraints.  The most important is that the greenhouse profile abaft of the B-pillar must be high enough for back-seat passenger headroom.  Otherwise, treatment of windows and profile shaping can be pretty much up to the stylist, aside from structural and production-related factors.

The present post features 1960s hardtop coupe designs from Chrysler.  Those greenhouse designs show considerable variation due to the styling freedom mentioned above.

Unless noted, images below are of cars listed for sale.

Gallery

1960 Chrysler Windsor
Chryslers were redesigned for the 1960 model year.  The greenhouse seen here is rather airy and curvaceous.

1963 Chrysler 300
The next redesign was more angular, reflecting the taste of Chrysler's new styling honcho, Elwood Engel.  Note the angular elements of the aft side-window area profile.  Also the wide C-pillar zone.

1965 Chrysler Newport
Chryslers were redesigned for 1965, receiving a more pure Engel-style lower body.  The entry-level Newport model's C-pillar is V-shaped -- something found on a number of Chrysler Corporation cars in those days.

1965 Chrysler New Yorker - Mecum Auctions photo
But line-topping New Yorkers got a more conventional C-pillar.  Wide, evoking Ford Thunderbird styling from the 1950s.

1967 Chrysler Newport
Chryslers were given major facelift for 1967.  This greenhouse design was found on both Newports and New Yorkers.  The window profile is of the dog-leg variety.

1969 Chrysler Newport - Mecum
The next redesign was for the 1969 models.  The theme was a not-very-Engle rounded, "fuselage" (as it was called) shape.  The greenhouse is more rounded than before, though a wide C-pillar is retained.  Thin rooflines are gone.

1938 American Cars With Rounded Body Styling: Front-Quarter Views

This is the third post of a three-part series.  The first post, featuring side-views is here, the second, featuring rear-quarter views is here.

Around the mid-1930s, American carmakers launched new designs incorporating (in most cases) all-steel tops and all-steel framing.  And where these features were not in place, competing designs had similar appearances to those that did.

Presented below are views of 1938 models that had bulbous kinds of bodies with windows that featured noticeably rounded framing.  An important reason for this kind of styling had to do with sheet metal stamping and automobile glass forming states of the art in those days.  And of course, there was a fashion component, where other brands made use of style-leader General Motors cues.

I selected the 1938 model year because most mid-priced brands were using such styling at the time -- just before GM redesigned some models for 1939 in a less-rounded manner.  By "mid-level," I used 1938 Oldsmobile list prices for four-door touring sedans as benchmarks -- $995 for the Six, and $1107 for the Eight.  Competing sedans had list prices within about ten percent of that range.

Brands are pictured below in alphabetical order.  Photos are of cars listed for sale.

Gallery

1938 Buick 40 Century
General Motors designs were transitioning to classic 1941-vintage styling.  Here we see the front fender beginning to assume the later "suitcase" form (a more vertical after end).

1938 Chrysler Royal
Chrysler Corporation styling for 1938 was more rounded than the norm.  Even the grille framing is curved.  Note the flat, one-piece windshield and how high the roofline is relative to the its upper framing.

1938 Nash Ambassador 8
The hood is pretty rounded, though the grille is not.

1938 Packard Six Touring Sedan
Packard retained its traditional lean hood-grille theme, even though the rest of the car was pretty rounded.

1938 Pontiac DeLuxe Eight
The hood is rather rounded, as are the grille bars (in plan-view).

1938 Studebaker Commander Cruising Sedan
Another rounded snout.  But note the angular headlight housings sunken into the fenders -- a gathering American styling trend.  Also, unlike the other cars shown here, there are no air outlets on the side of the engine compartment -- a step into the styling future.