Marmon Sixteen - Main Body Types

The Marmon Motor Car Company (Wikipedia entry here) produced 390 16-cylinder cars 1931-1933.   Interestingly, the basic design was contracted out to Walter Dorwin Teague, a pioneer industrial designer in the earliest years of that profession.

LeBaron built nearly all of the Sixteen's bodies, but apparently did not do design work on most of its Marmon Sixteens.

Below are side views of the Sixteen's body styles.

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1932c. Marmon Sixteen 7-passenger sedan - unidentified photo source
Five-passenger sedans and limousines looked the same as the car above from the outside.

1932 Marmon Sixteen Close-Coupled Sedan - RM Sotheby's photo
This was the original style that Teague proposed.

1932 Marmon Sixteen Victoria Coupe - Mecum Auctons photo
Also called a Five-Passenger Coupe.

1931 Marmon Sixteen Convertible Sedan - Driehaus Collection photo
This body type was still fairly common in the early 1930s, though losing favor.

1931 Marmon Sixteen Two-Passenger Coupe - car-for-sale photo
For sportier buyers.

1931 Marmon Sixteen Convertible Coupe - RM Sotheby's photo
Even sportier ... and with a rumble seat.

1955 American "Big Three" Best-Selling Entry-Level Cars Compared

1955 was a record-breaking year for American new-car sales.  The numbers for 1954, 1955 and 1956 respectively were (in millions): 5.8, 8.3 and 6.2.

That was a model year when many brands were restyled, featuring panoramic (wraparound) windshields, a feature considered futuristic at that time.

The best-selling entry-level brands were Chevrolet (1.830 million made), Ford (1.765 million), and Plymouth (743 thousand) -- Buick out-built Plymouth for third place overall (781 thousand).  As it happened, the best-selling models for Chevrolet, Ford and Plymouth were four-door sedans in each brand's most expensive model category, respectively: Bel Air, Fairlane and Belvedere.

Examples of each are shown below.  These are what many potential buyers with families had to evaluate when shopping for line-topping models of entry level brands.  By "with families," I mean buyers with children, who desired a practical car for everyday use that could transport up to six passengers.  Of course, sporty hardtop convertibles could carry six, but they lacked the convenience of having four doors, and were more expensive.  For example, Chevy Bel Air hardtops were listed at $2067, whereas Bel Air 4-door sedans were $1932.

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1955 Chevrolet Bel Air - car-for-sale photos
Chevrolet was the top-selling car brand in the USA in the post- World War 2 years.  Redesigned bodies appeared for the 1955 model year.  The panoramic (wraparound) windshield turned out to be a short-run fad, but was a big sales plus in 1955.  Its most controversial styling feature was the grille.  Some folks thought it was "Ferrari-like," but its lean-forward aspect reduced whatever flashiness it might have had.  This was in contradiction to GM design chief Harley Earl's preference for strong frontal styling.  (How did  that grille pass muster with Harley??  According to Old Cars Weekly, it was actually Earl's idea after viewing some Ferraris in Europe.)

1955 Ford Fairlane - car-for-sale photos
Although it seemed to be a redesign, the '55 Ford was actually a major facelift of the 1952-54 body.  I discussed that here.

1955 Plymouth Belvedere - BaT Auctions photos
Like Chevrolet, Plymouth was redesigned for 1955.  Its windshield was panoramic, but the A-pillar sloped backwards in the conventional manner.  Also conventional was the wide grille (also found on Ford).

Elaborate two-tone paint schemes were fashionable.  The scheme found on Chevy Belvederes and Two-Tens (but not on One-Fifty models) makes the cars seem stubbier instead of longer.  Unlike '55 Ford and Plymouth 4-door sedans, Chevy's passenger compartment greenhouse is a six-window affair.

Ford two-tone schemes featured an awkward "checkmark" chrome divider that did not provide extra visual length.

Plymouth's two-toning also does not relate well to the body shape.  However, its lean-forward front and the attached horizontal chrome strip enhance the car's length.  The slanted A-pillar makes for a better shaped greenhouse -- the other wraparounds shown above add to the visual "stubbiness" factor.

Rear ends were simple in those days.  All three cars have tail light assemblies that lean backwards, increasing actual belt line-level length (assisted by "Frenched" headlight assemblies up front).

Unlike Chevrolet, Ford and Plymouth two-toning had the main body color on pillars and window framing.

1955 Plymouth Belvedere - Mecum Auctions photo
Not all Belvederes had the two-tone scheme shown above.  This scheme is more conventional.  The long chrome side strip enhances the appearance of length.  When I was in high school, I liked the Chevy design best: now I favor Plymouth's.

Jeep-Like Segmented Grilles: Chevy Biscayne Concept, Cisitalia 505 DF, and More

I last wrote about the Chevrolet Biscayne concept car here.  It was displayed at General Motors' 1955 Motorama show along with other classic concepts from that Golden Age of Dream Cars.

Recently, I came across images of a 1953 505 DF Cisitalia by Ghia, designed by Aldo Brovarone -- one of 10 built.  This 505 (unlike some or all other 505s) featured a grille that, to me, evoked the Biscayne's grille.

Those grille designs differ in most details, yet their general feelings seem similar.  It's possible that GM stylists were aware of this Cisitalia, because another 1955 Motorama concept car (the LaSalle II Roadster) had a grille with openings fairly similar to the 505's.

Oh, one more thing.  Once one considers aspects of grille segmentation, it's hard not to think of Jeep grilles.

These and other matters are discussed below.

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1955 Chevrolet Biscayne - factory photos
I'll try really hard to ignore that bug-eye headlight assembly design and focus on the grille.  It's a simple horizontal opening featuring nine vertical chrome bars; one inset at each side and seven equally spaced over the opening.  This creates seven open segments -- like Jeep grilles.

1953 Cisitalia 505 DF by Ghia - factory photos
The Cisitalia grille is seven tall, vertical openings trimmed in chrome.  Between the openings are thin, chromed strips.  Although entirely different (aside, perhaps, of the just-mentioned strips), those seven primary vertical elements for each grille present a visual linking of the two designs.

Now for a few comparison images ....

1944 Willys Jeep - photo via Haggerty Insurance
World War 2 Jeep grilles varied, but Willys-built Jeeps eventually received seven-slot grilles and the firm trademarked that concept.  This clearly predates the grilles pictured above.

2014 Jeep Cherokee - factory photo
Compare the grille on this Jeep to that of the Cisitalia shown above.  As noted in the previous photo caption, World War 2 Army Jeeps were not consistent in the number of vertical grille openings.  Many had nine, others had seven.  Jeeps in use when I was in the Army (early 1960s) had seven openings.  Recall that the Biscayne featured seven openings -- not quite the same structure -- but numerically the same.

1955 LaSalle II Roadster - Petersen Automotive Museum photo
This is the other '55 Motorama car mentioned in the text above.  Its grille openings are similar to those on the Cisitalia, though there are only six of them.  This theme is a carryove from the 1940 LaSalle.  I can't rule out the possibility that those '40 LaSalles inspired the Cisitalia's grille.

2024 Kia Sorento - factory photo
I recently noticed this Jeep-like seven-segment grille while vacationing in Hawaii. I wonder what Kia stylists and marketing management were thinking.  I also wonder what the folks at Jeep are thinking.

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.

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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.

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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.

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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.

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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.