Cadillac

US, 1903 to date

(1) Cadillac Automobile Co, Detroit, Mich., 1903 – 1905

(2) Cadillac Motor Car Co, Detroit, Mich., 1905 to date

The ‘Standard of the World’ started humbly as a single-cylinder car selling for $750. Henry M. Leland, its creator, had been associated with Henry Ford and has also built engines for Oldsmobile. The Model-A Cadillac was markedly similar to the early Fords in having a horizontal underfloor engine, 2-speed planetary transmission and central chain drive via a spur-type differential, but Cadillac’s 1½-litre inlet over exhaust power unit had one cylinder where Ford used two. There was no bonnet on the early Cadillac models. This very successful design remained in production until 1908, later improvements including rack-and-pinion steering, transverse front suspension and a dummy bonnet. The Cadillac marque was introduced to Britain by F.S. Bennett, who in 1908 conducted a ‘standardization test’ at Brooklands. Three single-cylinder Cadillac cars were dismantled and the parts mixed up – they were then reassembled and the vehicles run on the track. The R.A.C. awarded Cadillac the Dewar Trophy for this achievement.

A 30hp 4-cylinder Cadillac car with separate cylinders and copper jackets was announced for 1906 and 75.000 of this type Cadillac were sold before it was discontinued in 1914. The original planetary transmission gave way first to a conventional 3-speed box, and finally in 1914 to a 3-speed box with 2-speed back axle. Cadillac was one of the firms organized into the General Motors group in 1909 by W.C. Durant, and in 1910, when a 4-cylinder Cadillac tourer could be bought for $1600, the company was claiming that tolerance on 112 parts of the car were accurate to one-thousandth of an inch. 1912 saw a most important Cadillac innovation: the standardization of the Delco system of electric lighting and starting on the Cadillac, now of 5½-litres capacity and capable of 60mph. The first left-hand drive Cadillac of 1915 was also the first of the company’s V8s, to become as much a hallmark of the breed as were Buick’s overhead valves. Inspired by the De Dion Bouton of 1910 it had 5.1-litre engine and sold for $2700. 13.000 V8 Cadillac  cars were sold in the first year of production and the model was widely used by the U.S. Army in World War 1. Cylinder heads were detachable from 1917 on, and 1924 Cadillac versions had Duco cellulose finish and front wheel brakes.

In 1927, when 47.000 Cadillac cars were sold, a less expensive companion make, La Salle appeared, and the cars were restyled in 1928. The synchromesh gearbox made its world debut with the 1929 Cadillac models, which also featured chromium plating and safety glass, with a price range from $3.295 to $5.995. 1930 saw the advent of the ohv Cadillac V16 of 7.4-litres, which gave 185bhp and had a wheelbase of 12ft 4in. This sold at an average rate of 500 Cadillac cars a year for eight seasons in the $6.000-$9.000 price backet. It was joined in 1931 by an equally impressive ohv 6-litre V12 Cadillac for sale. Improvements over the next few years included power brakes (1931), ride control (1932), no-draught ventilation (1933), Dubonnet type independent front suspension (1934) and ‘turret-top’ all-steel bodies (for sale in 1935). 1938 Cadillac models had column change as standard, a year ahead of other GM products, while the V12 and V16 were dropped in favour of a side-valve short-stroke Cadillac 16-cylinder model which was made until 1940. Another new model for Cadillac in 1938, the 8-cylinder Cadillac Sixty Special, anticipated GM’s 1940 styling with its absence of running boards and 4-light sedan bodywork. 5.7-litre side-valve V8s in three wheelbase lengths made up the 1941 Cadillac range, on which Hydramatic transmission was optional for the first time.

The post-war era was to see Cadillac outstrip all its competitors in the top-price class and become an international symbol of wealth. Sales climbed from 66.000 cars in 1941 to 103.857 Cadillac cars in 1950, and to a new record of 165.959 Cadillac cars in 1964. Tail fins made their first appearance on Cadillac’s 1948 fastback coupé, and in 1949 Cadillac, along with Oldsmobile, adopted overhead valves and oversquare cylinder dimensions, their new 5.4-litre engine developing 160bhp. Cadillacs were raced at Le Mans in 1950 by Briggs Cunningham and the Cadillac engine was also used in export editions of Britain’s J2. Allard. Power output increased steadily: 190bhp in 1952 (by which time manual transmission was no longer offered), 210bhp in 1953 (when a 12-volt electric system was standardized), and 230bhp in 1954, the year when panoramic wrap-around windscreens and power-assisted steering became standard on the Cadillac for sale.

The expensive Cadillac Eldorado Brougham of 1957 (it cost over $13.000) was the first car to have air suspension (dropped after a few seasons) as standard equipment, while Cadillac, along with Lincoln, started the fashion for four headlamps, that later became universal in the USA. 1966 Cadillac cars featured GM’s perimeter-type chassis frame, a 340bhp 7-litre engine, variable-rate power steering, full air conditioning, electric door locks and seat controls, a time switch for the headlamps and a six-position steering wheel. Prices started at $4.650. In 1967 Cadillac set a new sales record of 213.161 cars, bettered in 1969 with 266.798/ They introduced a fwd car on Oldsmobile Toronado lines, the Fleetwood Cadillac Eldorado with torsion-bar ifs, self-levelling suspension, and front disc brakes, these last being applied to the more expensive Cadillac Fleetwoods with conventional drive, and to all the 1969 Cadillac range. Capacity of the Cadillac V8 engine was increased – to 7.735cc in 1968 and to 8.2 litres in 1970, but otherwise there were no major changes. In 1973 Cadillac were one of the few firms offering a nine-seater limousine: the Cadillac 75 with a wheelbase of 12ft 7½in and an overall length of 20ft 8in.

Source: Georgano, encyclopedia of motorcar; MCS

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

Peerless

US, 1901 – 1931

(1) Peerless Mfg Co, Cleveland, Ohio, 1900 – 1905

(2) Peerless Motor Car Co, Cleveland, Ohio, 1905 – 1931

The Peerless car was known in its heyday as ‘One of the three P’s’ (Packard, Peerless and Pierce-Arrow), the great trio of American motoring. The Peerless car first appeared in 1900, the product of a concern which had built clothes wringers and bicycles since 1869. Its début was not auspicious, the 1900 prototype Peerless car being a typical horseless carriage with bicycle wheels and a single-cylinder De Dion Bouton engine. This Peerless car was followed in 1901 by the Peerless Type C Motorette, with a 3½hp single-cylinder water-cooled engine, this Peerless car was priced at $1.300. This was augmented later in the year by the Peerless Type B, similar but smaller and cheaper. 

Louis P. Mooers came to Peerless cars as chief engineer in 1901 and it was he who shaped the policy of the Peerless car company during its first formative years. He designed the 1902 range of Peerless cars. These Peerless cars were shaft-driven and the engine was mounted vertically at the front of the car in what was to be the conventional arrangement in most cars, but was an innovation at the time. Selective sliding-gear transmission was used on Peerless cars and side-entrance tonneaus were included in the range, possibly the first cars of this type. The prototypes of the 1902 Peerless car line were equipped with a single-cylinder Mooers-designed engine, although the production Peerless cars had 2-cylinder power plants. The 1903 Peerless car series were based on 1902 Peerless racing cars (also designed by Mooers). Two Peerless cars were available, a 24 and a 35hp, both with 4-cylinder T-head engines of Mooers design. The year 1903 was notable for the appearance of the Peerless limousine, probably America’s first closed car that was not custom-built.

In 1904, Mooers designed the famous Peerless Green Dragon racing car, a behemoth with a 6x6in bore and stroke. Driven from track to track by Barney Oldfield, ‘The Boy in Green’ test driver for the Peerless car company’s racing cars, the Green Dragon brought Peerless cars an enviable reputation as Oldfield continued to break records – frequently his own. He crashed the Green Dragon Peerless car in 1905, but a new Peerless Green Dragon car was built and continued the record set by its earlier namesake.

By this time, the Peerless car company was rapidly expanding and production of Peerless cars was increased. The Peerless cars was regarded as one of the prestige cars of America and was priced accordingly. In 1907, the first 6-cylinder Peerless car was introduced although the fours continued for many years. Changes on Peerless cars were largely limited to perfection of details. In 1912, prices ranged from $4.200 to $7.200. By 1913, Peerless cars were equipped with self-starters of the Peerless car firm’s own design.

An important development in Peerless design was the introduction of a V8 Peerless car, a year after the rival Cadillac concern. This Peerless V8 appeared late in 1915 and was reasonably priced in comparison with the expensive six-cylinder Peerless cars which were discontinued at this time. With 80bhp at 2.700rpm, low speeds as well as high were possible in top gear. In appearance the V8 closely, resembled the Cadillac. The 1915 model Peerless car continued without basic change until 1922, by which time its appearance had become outmoded. For 1923, bodies of the Peerless car were lowered and rounded and the rear platform spring given up. Strangely enough, the newer design of the Peerless car also closely resembled the contemporary Cadillac. 

By 1923, business was good with some 5.000 Peerless cars being sold. A year later, a six was introduced as a companion car to the larger eight, now termed the ‘Peerless Equipoised Eight’. In 1925, for the first time, an outside engine was utilized in a six by Peerless cars. This was a Continental and was used on the Peerless 6-80 chassis. Prices of Peerless cars ranged from $1.400 for the cheapest six to more than $4.100 for the most expensive eight. Between 1926 and 1929, Peerless cars continued to market two lines of sixes and one of eights at prices from $1.895 to $3.795. But despite a wide price range, sales of Peerless cars were falling steadily, possibly because of generally uninspired and rather unattractive bodies. In 1929, the Peerless car range was redesigned, the new Peerless car models resembling the Marmon or Stutz to a considerable degree. A Continental straight-8 replaced the old V8 engine. The two sizes Peerless cars were continued and towards the end of 1929, with sales increasing, the outlook seemed brighter. Count Alexis de Sakhnoffsky was hired to design the 1930 Peerless car line. Thsese Peerless cars were the sleekest and best-looking the Peerless car company had ever produced. Three sixes and one eight were offered by Peerless cars with prices ranging from $995 to $2.195. The eight was dropped shortly after its introduction.

Then came the Depression and this finished the Peerless car. The Peerless car make had slipped from 25th to 28th place among American car manufacturers from 1928 to 1929 and to 30th place in 1930.

It was early in 1931 that the Peerless car company decided to attempt to recapture its former position by introducing a new prestige Peerless car which would compare with the Cadillac-V16 and the Marmon Sixteen. This Peerless car was the Peerless V16; only one prototype Peerless car was built and this still survives today. Built in 1931, the Peerless car was to have been produced as a 1933 or possibly even a 1932 model. This Peerless car was almost entirely built of aluminium. With a 42lb frame, an aluminium engine of 7.6-litres and 173bhp at 3.300rpm the Peerless car was one of the handsomest cars ever made in the United States then or at any other time. Its custom sedan body was built by Murphy.

Actual production of Peerless cars ended on 30th June 1931. The Peerless car plant remained idle for more than two years then, prohibition having been repealed, the Peerless Motor Car Company became the Peerless Corporation, brewers of Carling’s Ale and as such, it survives to this day.

Source: Georgano, encyclopedia of motorcar; KM

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com