France's "Big Three" Styling Variations 1937

In the late 1930s automobile manufacturers were largely concentrated in five countries: United States, England, Germany, France and Italy in descending order of production.

France, like the USA, had three dominant carmakers plus a number of lesser firms.  Unlike America in those days, styling offerings by those companies -- Renault, Citroën and Peugeot -- was notably varied, also true for most French competitors.  I posted "Styling Variety: 1930s French Cars" here.

The present post focuses on berlines (4-door sedans) listed in the 20,000-22,000 francs range, a step up from entry-level.  The Renault is the Primaquatre, Wikipedia entry here.  The Citroën is the 11 CV Légère, general Traction Avant entry here.  Finally the Peugeot is the short-lived model 302, entry here.

The Gallery below presents three-views of each example plus single views of contemporary American "Big Three" models, illustrating styling variability or its lack.

Gallery

1939 Renault Primaquatre Sport Berline - car-for-sale photos
Renault was France's leading carmaker in terms of production.  Styling of most models, including the one pictured here, was the most conventional in the context of its time.  I have trouble finding usable images of many French cars, so this 1939 model will have to represent one from 1937.  The main difference seen here is the grille.

1937 Citroën 11 BL Légère Berline - RM Sotheby's Auctions photos
The basic Citroën Traction Avant design appeared for the 1934 model year, so some details were already old-fashioned by 1937.  On the other hand, its front wheel drive feature permitted a lower-to-the-ground body, creating a racy appearance difficult for conventional rear wheel drive competitors to match.  Note the lack of a running board, radical for 1934.

1937 Peugeot 302 Berline - Bonhams Auctions and car-for-sale photos
Peugeots have tended to feature conservative styling.  But that was not the case in the late 1930s on its xx2 models.  The most radical feature is the Chrysler Airflow- like front end with Peugeot's own positioning of the headlights behind the grille.  Also no external running board.

1930s French cars often featured beltlines that fell off to the rear, as can be seen here.  All three cars shown here have doors hinged on B-pillars.  Related to that, the C-pillar zones are wide.  The attached trunk is the other main 1939 feature.

The low profile slightly exaggerates the already large height of the windows.  Front wheel drive places the grille at about the same point as the front axle line; late '30 cars were tending to have grilles moved forward, as can be seen in the Renault image above.

Profile is similar to the 1934 Chrysler Airflow, though lower and more streamlined than the CU sedans.  Also similar are the spatted rear wheel openings and their winged decorations.

As mentioned, the trunk was added for 1939.  Citroëns began to get such trunks model year 1951.  Note the Renault's large for its time, one-piece backlight window.

I don't have a left-facing rear view photo of this car: sorry.  Again, note the proportionally massive passenger compartment greenhouse.  The lower body and fenders seem more fragile by comparison.

Rear styling is similar to that to 1934 Chrysler CU Airflow 2-door coupés, aside from the exposed spare tire cover.
For some context, below are three 1937 sedans from America's leading carmakers. Their styling is more uniform than what was pictured above.

1937 Chevrolet Master Deluxe - car-for-sale photo
General Motors was the styling leader in those days, so competitors tended to follow its lead.

1937 Plymouth De Luxe - car-for sale photo
Chrysler's entry level Plymouth's styling is in the same general vein as GM's entry-level Chevrolet's, as seen above.

1937 Ford DeLuxe - car-for-sale photo
Fords were more individualistic, perhaps because Henry Ford did not like to copy competing cars' features such as inline-six cylinder engines and independent front suspensions.  He wasn't much interested in styling, a domain of his son Edsel.  The individuality here is front end styling.  Note the headlights blended into the fender-hood catwalks instead of free-standing as on the other cars.  All told, less individuality here than on the contemporaneous French cars.

1981 2-door Lincoln Town Car: One Year Only

Actually, that car was produced for two model years.  For 1980, it was the Lincoln Continental Coupé, with a wheelbase of 117.3 inches (2979 mm).  Not to be confused with the 1980 Lincoln Continental Mark VI Coupé whose wheelbase was 114.3 inches (2903 mm).  The 1981 2-door was part of the newly-named Town Car line.  It was called a 2-Door Sedan in some publicity literature, and I've also seen it referred to as Town Coupé.

In that same 1980-81 time frame, Ford Motor Company produced 114.3-inch wheelbase Mercury Marquis 2-door sedans and Ford LTD 2-door sedans on the same wheelbase.  That is the same as the 1980 and 1981 Continental Mark VI 2-door.

The circa-1980 setting had Ford Motor Company producing cars on five different wheelbases, simplified to four wheelbases for 1981.  Given its three car marques (Ford, Mercury, Lincoln), those basic bodies were shared across the line, with a few exceptions.  Ford and Mercury lacked 117.3-inch models, whereas the 114.3-inch wheelbase was Lincoln's shortest.

Lincoln Continental Mark VIs included 2-door models into the 1980s and beyond, on increasing Mark numbers.  Lincoln Town Cars were 4-door sedans from 1982 until the line was dropped after the 2011 model year.  Those 117.3-inch 2-doors did not sell well: 7,177 and 4,935 for 1980 and 1981, respectively.  So management probably decided continuing that style was not economically realistic.  Further, it clarified the Town Car's image as a 4-door sedan only.

Gallery

1980 Ford LTD 2-Door Sedan - car-for-sale photo
This design debuted for the 1979 model year.  The massive B-pillar was for rollover protection required by government regulations.

1980 Lincoln Continental Coupe - car-for-sale photo
The longer-wheelbase Lincoln appeared for the 1980 model year.

1981 Lincoln Town Car 2-Door Sedan - car-for-sale photo
Basically the same design, but given a different model name.  Boxy, plenty overhang, slightly fussy abaft of the B-pillar.  But fairly attractive, aside from those quad headlights.

1982 Lincoln Continental Mark VI Coupe - BaT Auctions photo
Mark VI coupes were produced model years 1980-1983.  Its wheelbase is the same as the Ford's in the first image above.  In 1981, 18,740 were built, compared to only 4,935 2-door Town Cars.  Which probably explains why the latter was dropped for model year 1982.  That oval opera window seems silly.  Also, the opera window fad was nearly over.

First-Generation American Panoramic Windshields

General Motors usually set the styling theme pace for American carmakers from the late 1920s through the 1960s.  Of course there were exceptions.  Other firms sometimes introduced features before GM -- an example is placing headlights in front fenders.  And GM sometimes designed cars that didn't sell well -- the late 1950s, for example.

One styling feature that briefly dominated American design was the panoramic (or "wraparound" as we usually termed it in those days) windshield.  It was a pet project of GM's design supremo Harley Earl.  They first appeared 1950-51 on the LeSabre and XP-300 "dream cars."  Model year 1953 saw them on Cadillac Eldorado and Oldsmobile Fiesta convertibles.  And for 1954, Oldsmobiles, Buicks and Cadillacs were redesigned with panoramic windshields.

Model year 1955 saw most models from the other carmakers sporting such windshields, although it took until 1956 for a few other brands to catch up.  Some models such as Studebaker coupes and Nash Metropolitans never went panoramic.

Not all brands from each manufacturer are shown below.  Only examples of each new windshield design are presented in the interest of keeping this post from becoming too long.  The only major omission is the 1956 Lincoln whose windshield was similar to other vertical A-pillar designs.

Gallery

1954 Cadillac Coupe de Ville - BaT Auctions photos
Here is GM's C-body version.

Windshield is tall and framed by A-pillars that are essentially vertical.

1954 Oldsmobile Super 88 - RM Sotheby's photos
GM B-body windshield.

Also tall, but the A-pillar slants forward.

1955 Chevrolet Bel Air - car-for-sale photos
C-body cars were redesigned for 1955.

A-pillars are essentially vertical, a common solution.

1955 Ford Customline - car-for-sale photos
Fords were massively facelifted for 1955.  Roofs were flatter and windshields became panoramic, but not as high as the GM versions.

Again, a vertical A-pillar.

1957 Continental Mark II - car-for-sale photos
The Mark II appeared for model year 1956.  Its panoramic windshield is unlike the others shown here.  It does not intrude into the roofline.

A-pillars slant to the rear.

1955 DeSoto Firedome - Barrett-Jackson photos
Windshields used for Chryslers and DeSotos.  Not as tall as General Motor's versions.

The main difference was the aft-slanting A-pillar.  Same sort of pillar as before, but anchored farther aft.  This gave Chrysler cars a more conventional appearance and seems to have reduced or eliminated the distortion found on GM cars.  In 1956 my father test-drove Oldsmobiles and Chevrolets, experiencing annoying distortion.  So he bought a DeSoto instead.

1955 Dodge Coronet - GAA Auction photos
The panoramic on CHhysler Corporation's entry brands.  Its upper frame is aligned with the upper side window framing.

Another aft-slanting A-pillar.

1955 Packard 400 - Daniel Schmitt photos
Packard's strong '55 facelift included a panoramic windshield.

It's pretty much like the GM vertical A-pillar designs.

1955 Studebaker Champion - car-for-sale photos
Studebaker added panoramics partway in to the 1955 model year.

Similar to Chrysler's solution.

1955 Nash Ambassador - photo via Hemmings
Another facelift, but not as strong as Ford's or Packard's -- changes were at the front end, plus the windshield.

1955 Nash Ambassador - car-for-sale photo
Again, a largely vertical A-pillar

1956 Nash Rambler - car-for-sale photos
Rambler was redesigned for 1956, so its panoramic windshield was probably intrinsic to the styling.

From this photo, the pillar is vertical.  But back in the day, I always felt that the A-pillar tilted slightly aft.

1965 Ford Galaxie Hardtop Coupe Walkaround

In this post I considered that 1965 Ford Galaxie styling was very good, almost at the level of the 1963 Pontiaac Grand Prix.

I stated: "Like the Grand Prix, the Galaxie had a trim, taut look: no visual flabbiness.  Also like the Grand Prix, its quad headlights were stacked and set in angular, "frenched" housings.  I never liked cars with four headlights, but they looked their best on the Galaxie and Grand Prix."

Today's post's subject is a walkaround of a Galaxie 500 hardtop coupe.  The subject car was listed for sale on the Internet.

Gallery

The generally clean appearance.

Aside from the wheel openings and some areas of rounding, the lower body seems almost geometrical with horizontal and nearly-horizontal elements from beltline to rocker panel.  The passenger compartment greenhouse design is carried over from 1963 Galaxie 500s.

The chrome strip separating the roof from the lower body suggests that the roof might be lowered or removed -- though it cannot.

Simple rear end design aside from the tail light assemblies.

Tail lights have notionally six-sided framing that relates to body sculpting.

That character line abaft of the front wheel opening trails off to the rear as it become less strong.  A subtle touch that relieves the otherwise strongly horizontal theme.

A nearly-flat hood.  The upper side character line starts at the level of the gap between the headlights (a professional touch), but does not touch or interact directly with it (another subtlety).

Most of the grille projects forward.  Grille bars are simple -- but the 1966 facelift remade it into heavy, stacked, horizontal elements -- a retrograde touch.

Front quarter high perspective.

Rear quarter high perspective.

The dashboard features rectangularities.

1953 Plymouth in Context

Chrysler Corporation's first new post- World War 2 designs shared the same basic body for model years 1949-1952.  Then for 1953, Plymouths and Dodges were given new bodies while DeSoto and Chrysler were massively facelifted.

From what I've read here and there, it seems that the Corporation's leadership thought that the trend in car size would be to smaller vehicles.  So wheelbases of Plymouths were reduced from 118.5 inches (3010 mm) to 114 inches (2896 mm) on standard models.

Competing 1953 Chevrolets and Fords had 115-inch (2921 mm) wheelbases, but their overhangs and overall lengths were greater, especially the Ford's: 198 inches (5029 mm) versus 189 inches (4801 mm) for the new standard Plymouth's.  So size was indeed a potential appearance and sales consideration.

Plymouth production for 1953 was 662,515 and 399,900 for 1954.  The '53 figure was comparable to  some previous Plymouth numbers, so the new design was not a liability at first.  1954 saw an industry-wide fall-off, but Plymouth's decline was noticeably stronger than the average, as was that for the rest of the Chrysler Corporation line.  Since DeSoto and Chrysler were on a different basic body than Plymouth (and Dodge), I don't think 1953-54 Plymouth styling itself was the only decline factor.

The Gallery below has a brief comparison of 1953 Plymouth Cambridge coupes to comparable competing cars from Chevrolet, Ford and Studebaker (a lesser rival).  Most are from entry-level price lines, though there is a partial exception.  Also, a four-door Ford is displayed, though it shouldn't affect the comparison much.

Images below are of cars listed for sale or assumed so.

Gallery

1953 Plymouth Belvedere
I wrote about the grille design here.  This is Plymouth's top-of-the-line model, showing what potential buyers might consider.  Below are entry-level cars.

1953 Studebaker Champion
Studebakers were redesigned for 1953.  This two-door is more awkward looking than the company's sleek coupes that share its front end and side sculpting.

1953 Ford Mainline Fordor
Not a coupe, but aside from the rear door, styling features are the same.  Fords were redesigned for model year 1952.

1953 Chevrolet One-Fifty
The entry-level Chevrolet.  Like Studebaker and Plymouth, '53 Chevy's were given new bodies.  Not very fresh styling, with carryover features (such as the fender design) from the previous (1949-1952) generation.

1953 Plymouth Cambridge
This is a typical entry-level Cambridge coupe.  I lack useful views of this car, so a variation is pictured below.

1953 Plymouth Cambridge
This is indeed a entry-level Cambridge -- note the lack or chrome around the windshield, for instance.  But the side chrome trim is the same as on the more-upscale Cranbrook line.  The appearance is more rounded than the competing cars.

Not much front overhang -- less than on the other designs.  But rear overhang is similar to the others'.  Side sculpting (enhanced by chrome trim here) visually reduces slab-sides somewhat.  Like Ford and Chevrolet, front doors are free of sculpting, more economical to form the steel.

A simple design, the lack of trim gives the car a 1950s-60s European appearance from this viewpoint.  The passenger compartment top is more domed than the Ford's, Studebaker's, and even the Chevy's.  That makes the car seem more old-fashioned.  A flatter roofline, coupled with the nearly horizontal fenderline would have made for a slightly sleek design.