When Ford's Grille Spinners Went to Germany: 1952 Taunus 12 M

For model years 1949-1955 American Fords had grille designs featuring spinners -- shapes similar to streamlined propellor hubs on some aircraft or the tips of artillery shells.  I wrote about these here.

It happened that spinners were not a strictly American thing: they appeared on German Ford Taunus 12 M models produced 1952-1954.

One difference was that the Taunus spinner was not part of the grille design.  Instead, it was placed at the high hood opening, almost on line with the headlights.  And it looked odd, out of place.

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The spinner's first appearance: 1949 Ford.

The spinner arrangement on 1952 Fords.

Also for 1952, here is the frontal design of the Taunus 12 M.  The fairing on the hood aft of the spinner face adds clutter to a fairly small car.  The vertical grille section divider creates a T or perhaps cross pattern, but it too adds more detail than necessary for the basic overall design -- though absent the spinner-related bits, it would have been okay.

Publicity photo of the 12 M.  The greenhouse has the feeling of the 1949 American Ford's.

A slightly later 12 M.  It would have looked better without the spinner.  But spinners continued to appear on Taunus 15 M cars through the mid-1950s.

This shows the rear design.  Unlike the front, it is uncluttered.

Died Together: Stutz and the Classic, Pre-Streamlined Era

I share the opinion of other writers I've read over the years that American classical, pre-streamline, luxury automobile design reached its apogee in 1932 or thereabouts.  The awkwardness of typical 1920s designs had been sloughed off.  This was probably due to exterior design passing from a company's engineering staff to either custom body designers, corporate styling staffs or consultants with coachbuilding firm design experience.

Consider the Stutz, a brand in decline by the late 1920s that the Great Depression of the 1930s eventually killed (more information here and here.)

It had success at the Le Mans in 1928 and '29 -- not a win, but high placing.  This, along with the aura of its famed Bearcat from 1912, gave the brand a sporting reputation.  But Stutz could not afford to develop the V-12 motors its competitors such as Packard could.  So it marketed a motor with two intake and two exhaust valves for each of its eight in-line cylinders.  This was called the DV-32 for "Dual Valve" (of each type) for a total of 32 valves.  Stutz's motors with single intake and outlet valves were called SV-16s ("Single Valve" and 16 total).

Nevertheless, many of these final Stutz cars were magnificent.  That, and their rarity, resulted in high auction prices in recent years.

Below are some examples.

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1929 Stutz Blackhawk Roadster - Hyman Ltd. photo

1930 Stutz SV-16 Monte Carlo by Weymann - RM Sotheby's photo
Weymann bodies were fragile, being treated fabric over wood frames.  This Monte Carlo is interesting because of its bustle-back design that harks ahead to the rapidly-growing popularity of that style in the postwar era.  Also interesting is the extra luggage trunk tacked aft of the bustle back.  The low passenger greenhouse is very sporty looking, though driver vision and headroom for hat-wearers probably weren't the best.

1931 Stutz DV-32 Rollston Convertible Victoria - RM Sotheby's photo
Long wheelbase, long hood, minimal overhang front and rear.  Also no bustle back.

1931 Stutz DV-32 Rollston Convertible Victoria - RM Sotheby's photo
Another example by the same coachbuilder.

1931 Stutz DV-32 Roadster - Bonhams photo
This roadster seems to have a boat tail.  I have no information regarding the coachbuilder (assuming it's not a factory body).

1932 Stutz Super Bearcat
The sporty Bearcat was revived towards the end.  Very long (proportionally) hood, the driver seated well towards the rear.

1933 DV-32 Monte Carlo by Weymann
This body is virtually the same as the 1930 Weymann's shown above, though the box trunk is absent.

1933 DV-32 Monte Carlo by Weymann - RM Sotheby's Photo
A recent view of the Stutz shown in the previous photo from 1933.

1955 Ford Mystere Show Car

One mid-1950s Ford show car that I've never liked was the 1955 Mystere.  The name might have been inspired by the French Dassault Mystère jet fighter that first flew in 1951.  Moreover, its ornamentation includes several jet fighter motifs, as we shall see below.

The Mystere falls into the dream car / flashy concept category.  That's because it was almost entirely impractical and, with the exception of the tail fin color scheme treatment, was not predictive of future production Fords.

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1955 Ford
To set the scene, here are views of 1955-57 Fords featuring the J-shaped side trim theme also found on the Mystere.  It first appeared for the '55 model year.

1956 Ford
This is the 1956 version.  It's a bit more gracefully shaped than the 1955 version, but still is rather awkward.

1957 Ford
The best version of the theme was on '57 Fords where the aft part blends with the tail fin.  We see this on the Mystere.

General view of the 1955 Mystere dream car.  Its three-tone color scheme colors are similar to those found on 1955 production Fords.  It seems that the entire roof dome was hinged at the rear to allow it to be pivoted upward to allow passenger ingress and egress.  The air vent at the top is the only source of passenger compartment ventilation.

Note this early application of those awful quad headlights that began appearing on 1957 American cars.  Otherwise, the front design is fairly clean and sensible.  The rear fender area with the side air intake and tail fins is jet-fighter inspired as was much American car ornamentation in those days.  The intake looks functional, but I can't tell for sure from the photos.

Side view with a group of what are probably stylists involved in the Mystere project.  That's Alex Tremulis at the far right.  The color separation side trim is awkward and does not enhance the car's appearance.  It does relate to the trim on top-of-the-line '55 Fords and previews the link to canted tail fins that appeared for 1957.  The placement of the passenger compartment seems too far forward.  One reason for that is that the engine (which the Mystere actually lacked) would have been placed at the rear.

Rear view showing the jet fighter theme of fins and jet exhausts.

Color view of the rear along with a model to provide scale.

Streetscenes: Pre-Styling Days

The focus of this blog is the aesthetic appearance of automobiles.  For that reason, I seldom include more than one car in an image.  And in those comparatively rare cases, three cars is the usual maximum.

In the real world, especially on busy streets in large cities, one sees clumps of cars.  They are part of the environment, their styles contributing to the overall visual effect.

So, for a change of pace, below are some streetscape scenes photographed 1926-1930.  Few of the cars shown were designed by professional stylists.  They seem awkward to our eyes, and probably also would have to an observer in, say, 1940.  They reflect the automotive technological level of the 1920s, when most were built (some in the images might have rolled off the assembly line before then, but were still in use).  Perhaps the most striking thing I notice from photos taken from above pedestrian eye level is the cars' roofs.  For enclosed sedans, they are nearly flat and fabric-covered.

Here is a charcoal sketch, probably by Hugh Ferriss from the 1920s, showing a popular urban design concept of the time -- separated traffic and pedestrian levels.  Note the sea of cars depicted.  Also all those rectangular tops.  Less-exaggerated reality follows:

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Toronto: North from Queen & Yonge - 31 August 1929
All the cars heading toward us have exterior sun visors, a feature eliminated in the early 1930s when stylists began considering aerodynamics (albeit in a superficial way).

Chicago: Michigan Avenue - 1929
Interesting that there are no lane markers -- only a direction separation stripe.  That's the Tribune Building at the far right.

Los Angeles: Parade zone for Charles Lindbergh visit - 1927
Closed sedans are in the background, so all these open-top cars were probably to appear in the parade carrying dignitaries.

Los Angeles: Southern California Auto Club - 1926
South of downtown, just north of the University of Southern California campus.  Most cars seen here are from the late teens or early 20s.

New York City: Opening of the Holland Tunnel under the Hudson River to New Jersey - 1927
This comes fairly close to the charcoal sketch above.  Before the tunnel was built, cars had to be ferried across the river, so many New York and New Jersey drivers were highly excited and in a rush to give the more convenient tunnel a try.

Washington, DC: Gasoline station
A change of pace, tranquil scene.  I include it because it's in color.

London: Burney Streamliner - c. 1930
Well, not all cars in those days were boxy.

Cadillac 1954 El Camino and La Espada Show Cars

There were three Cadillac dream cars in General Motors' 1954 Motorama show.  One was a conservatively styled four-door sedan that previewed some features of Cadillac's 1957 redesign.  The other two were minor variations on a two-passenger theme.

They were the El Camino (The Road), a coupé, and the La Espada (The Sword), a convertible, their only significant difference being a top or lack thereof.

One feature they anticipated was quad headlights, something that began appearing on American cars for the 1957 model year and was nearly universal for 1958.  Another was Cadillac's 1958 rear fender design.  Otherwise, these cars were the sort of dream car jazz that was expected at Motoramas.

This is the El Camino.  It has a racy top somewhat suggestive of a jet fighter plane cockpit, the jet theme being reinforced by the tail fins.

I think that the weakest feature is those quad headlights.  But then, I hate most quad headlights.  Regardless, their housings create an awkward shape at the front of the fenders, this being at odds with the rest of the design.

Show cars are supposed to be flashy.  Even so, I would reduce the size of the tail fins and perhaps make them less pointed.  Also, I am never very fond of character features such as we see here that curve around the front of wheel openings and then extend to the rear.

I would have used single headlights in "frenched" housings linked to a character line aligned with the center or lower edge of the headlamp.  The result would be higher on the fender than the one seen here.  A consequence would be that the extruded decorative side panels would have to go -- not a bad thing either.

La Espada with Ronald Reagan at the wheel.

A glimpse of the interior.

Some Badged First-Generation British Minis

Today's Mini brand is from BMW.  But the 1959 original Minis were products of BMC, the British Motor Corporation, that was the result of a merger of Austin and Morris. Some background is here and here.

The first Minis, produced 1959-1967, were the Morris Mini-Minor and the Austin Seven, the latter a long-time Austin model name.  Two years later, BMC launched Mini-based cars for two of its lesser brands.  These were the Riley Elf and Wolseley Hornet.

Although there may have been some mechanical differences between these various Mini-based brands, from a styling perspective it seems to have been a matter of what is called "badge engineering" -- cheaply implemented superficial differences intended to preserve brand identities.

The original Mini concept was successful in its day, but in the long run BMC, Austin, Morris, Riley and Wolseley all disappeared from the automotive scene.

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1962 Austin Mini-Cooper

1964 Morris Mini-Cooper
By far the most popular versions of British Minis were from Morris and Austin.

1961 Riley Elf
The Elf received a small bustle back and extended fenders.  The hood and lower front fender cuts lines are carried over from Morris and Austin.  A small version of a traditional Riley grille was added, along with "whisker" openings as part of the lower light ensemble.

Wolseley Hornet
Wolseley Hornets received treatments similar to the Elfs, the grille being characteristic of Wolseley.  One difference seen on the car illustrated here is the smoothed front fender -- the angled sheet metal join is missing.

The Transitional 1949 Dodge Wayfarer Line

The "Big Three" American automobile makers -- General Motors, Ford Motor Company and Chrysler Corporation -- held off introducing post- World War 2 redesigns until the 1949 model year.  (Exceptions were 1948 Cadillacs and Oldsmobile 98s.)

The prewar notion that streamlined-looking fastback styling was the wave of the future was largely abandoned, though every GM division did market some fastback models for 1949.  Chrysler did the same, but on a much smaller scale.  Plymouth built an entry-level fastback 2-door sedan, and Dodge had a semi-fastback similar in character to Mercury's '49 roofline.

And there was even more Chrysler experimentation in Dodge's Wayfarer line.  This experimentation required extra tooling expenses for what turned out to be fairly low-volume cars.  In those days, Chrysler Corporation ranked ahead of Ford in sales and was doing well financially, so its management must have thought that the risk of losing some money to gain market knowledge was worthwhile.

Let's take a look at Dodge's Wayfarer line.  Color images are of cars that were on Internet for-sale sites.

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Let's first view a 1949 mainstream Dodge Coronet 4-door sedan to provide context.  The sun visor above the windshield was a popular accessory in the late 1940s and early 50s.

This is a 1949 Wayfarer business coupe.  Business coupes had only one bench seat, but this allowed for larger trunk space for hauling business-related items.  That body style was dropped early in the 1950s.

And here is the Wayfarer Roadster, essentially a convertible version of the business coupe.  Only a small proportion were true roadsters with side curtains instead of roll-up windows -- most Dodge "Roadsters" were built with the latter.

Front three-quarter views of '49 Dodge Wayfarer sedans.

A 1950 Mercury showing its semi-fastback / semi- bustle-back styling.  The Dodge's bustle-back is smaller and gives the impression of being mostly a fastback.

Rear view of a '49 Wayfarer.  Compare this to the 1949 Plymouth P-17 fastback below.

This car and the Dodges shown above used the same roof tooling, the main difference is that the Dodge's B-pillar slants and the Plymouth's is vertical.  The Dodge bustle-back is due to a 4-inch longer wheelbase and 14 inches (35 cm) more overall length.  This added length would have required a different, more expensive fastback roof shape towards the rear, so the cheaper semi-fastback option was taken.

Finally, the Dodge Wayfarer sedan's fastback competition, a 1949 Pontiac Streamliner 2-door.  Much sleeker than the Dodge, but perhaps with a bit less trunk space -- a problem that led GM to dropping  fastbacks after the 1952 model year.