Details

Written by Big Block

Category: 1940-1949

Published: 04 January 2007

Hits: 4321

1948 Cadillac

The true postwar design history at Cadillac begins with the development of the 1948 model. As World War II drew to a close, there was a climate at Cadillac which had never existed before. Forces of unrest were afoot and a couple of key people, who might otherwise be relied upon to make important decisions, weren't even there.

The 1948-49 Cadillac was a dream come true -- the dream of a young boy way back in 1920. Years before that, the boy's Detroit socialite mother, Clara, had purchased the third Cadillac ever built, in 1903. Henry Leland, the husband of Clara's close friend and founder of Cadillac, had loaned his own chauffeur to teach her how to drive. Since that time, there had been a long succession of new Cadillac’s in the woman's life. The boy had thus literally grown up with Cadillac’s.

But there was something about Clara's 1918 phaeton that awakened in the boy a deep appreciation for a well-designed machine. When his mother sold the phaeton after moving to California, the boy was heartbroken. He began making sketches of it, and from there expanded into the creation of his own automobile designs. Promising himself that one day he would design a Cadillac, that boy grew up to be one of the most influential automobile designers of all time: Franklin Q. Hershey.

Hershey was initiated into the profession of automotive design at the Walter M. Murphy Body Company in Beverly Hills, California, where he created special automobile bodies for movie stars and millionaires. Later, he settled into a position with General Motors in Detroit. There, he developed a Bentley-style radiator for Pontiac, which quickly gained Hershey the recognition and support of Harley Earl, GM's design czar. That was followed by the famed Silver Streak Pontiacs -- a design theme that pulled the marque out of its commercial doldrums and became its trademark for two decades.

Upon his return from a stint in Germany, where he worked with GM's Opel Division, Hershey was made head of the General Motors Advanced Design Studio at 40 Milwaukee Avenue in Detroit.

One day in the late Thirties, Earl received government permission through a friend to take some of his best designers to Michigan's Selfridge Field to see a secret military aircraft. Designers Bill Mitchell and Frank Hershey were among the group. Though no one knew it then, this field trip was destined to become legendary in the history of automotive design.

There on the runway, sat the thirteenth Lockheed P-38 Lightning, the twin-boomed aeronautical marvel that after some further development was going to set combat records in the coming war. Its radical design opened Mitchell's, and especially Hershey's, eyes to possibilities unthought-of of before -- they were transfixed by the elegance of the plane's design.

When the story of the '48 Cadillac is told, the influence of the plane's tailfins is usually the predominant theme. However the effect of the plane's design encompassed much more than that. Mitchell said, "You have to understand the value of what we saw in that plane's design. We saw that you could take one line and continue it from the cowl all the way back to the tip of the tail -- that you could have one unbroken, flowing line."

Hershey was also impressed with the plane's aerodynamic flow, but when he got back to his studio he began experimenting with the line of the tailfin he had seen. He worked with that idea, but both he and Mitchell moved on to other design projects before they left GM to serve in the Navy during World War II. Even so, meeting up with the P-38 Lightning had cast a spell over all the designers who had seen it. This spell would carry through the long war to the introduction of the 1948 Cadillac almost a decade later -- and beyond that into defining the design "flavor" of Cadillac’s for years thereafter.

Hall Hibbard and Kelly Johnson, the designers of the plane German fighter pilots would later label der Gabelschwanz -- the fork-tailed devil -- were quite modest about their influential design. The plane had evolved into its form because it had to accommodate two liquid-cooled GM Allison engines each with a General Electric turbocharger and Prestone radiators. Johnson was quoted in historian Bill Yenne's book on Lockheed that, "There was a reason for everything that went into it, a logical evolution. The shape took care of itself. In design, you are forced to develop unusual solutions to unusual problems." In other words, the plane's design followed the functional requirements the military had laid down to the designers. It is one of those interesting ironies of history that Cadillac Motor Division manufactured precision assemblies for the Allison engines used on the P-38 during the war. Cadillac even made limited use of this fact in its wartime advertising.

Hershey returned to GM in 1944, and Earl put him in charge of the Cadillac Design Studio. The war was winding down, so Cadillac had to be made ready for a return to non-military production. To set the record straight, Mitchell, who had headed Cadillac design before going into the military, didn't leave the Navy until about a year after Hershey. Even then, he didn't stay long at GM because he was asked to run a private design firm that Harley Earl had earlier started with his sons. Both the 1948 and '49 Cadillac’s had been designed before Mitchell eventually returned to GM

.

One other point must be made before continuing this story. In the late '30s, Earl had traveled the 40 miles to the University of Michigan in Ann Arbor to get a question answered. He wondered just what would be the optimum size for a less-than-full-size clay model of an automobile. Earl's motivation was to save time, money, and space -- but at the same time have his designers produce models that would give a true idea of a design concept's full-size appearance. The University's answer, after looking into the matter, was 3/8-scale. 

 

• They featured General Motors first all-new postwar body with styling advances including tailfins inspired by the Lockheed P-38 fighter plane.
• There was also an attractive egg crate grille which was higher in the middle than on the sides.
• The front of the car was protected by a heavier and more massive bumper bar which curved around the fenders.
• The Cadillac crest was centered low in a 'V' above the radiator grille.
• Chrome headlamp rims were used.
• Cars in the 61 series lacked bright metal front fender shields and under-taillight trim.
• A new dashboard with "rainbow" style instrument cluster and leather grained panels extending to the carpets were seen only this year.

• Cadillac serial numbers again matched motor numbers and were used for all license, insurance and identification purposes.
• They were placed in the same locations as before.
• Motor serial numbers 48100001 to 486148663 appeared on 1948 Series 61 models.

• V-8 L-head.
• Cast iron block.
• Displacement: 346 cubic inches.
• Bore and stroke: 3-1/2 x 4-1/2 inches.
• Compression ratio: 7.25:1.
• Brake horsepower: 150 at 3400 rpm
• Three main bearings.
• Hydraulic valve lifters.
• Carburetor: Carter WCD two-barrel (models 595S or 595SA) or Stromberg AAV-26 two-barrel (models 380154 or 380871).

• Motor serial numbers 486200001 to 486252704 appeared on 1948 Series 62 models.

• Motor serial numbers 486000001 to 486052706 appeared on 1948 Series 60S Fleetwood models.

• V-8 L-head.
• Cast iron block.
• Displacement: 346 cubic inches.
• Bore and stroke: 3-1/2 x 4-1/2 inches.
• Compression ratio: 7.25:1.
• Brake horsepower: 150 at 3400 rpm
• Three main bearings.
• Hydraulic valve lifters.
• Carburetor: Carter WCD two-barrel (models 595S or 595SA) or Stromberg AAV-26 two-barrel (models 380154 or 380871).

• Motor serial numbers 487500001 to 487546088 appeared on 1948 Series 75 Fleetwood models.

• V-8 L-head.
• Cast iron block.
• Displacement: 346 cubic inches.
• Bore and stroke: 3-1/2 x 4-1/2 inches.
• Compression ratio: 7.25:1.
• Brake horsepower: 150 at 3400 rpm
• Three main bearings.
• Hydraulic valve lifters.
• Carburetor: Carter WCD two-barrel (models 595S or 595SA) or Stromberg AAV-26 two-barrel (models 380154 or 380871).

• None available.

• Hydra-Matic transmission ($174).
• Whitewall tires
• Radio and antenna.
• Fog lamps.
• Safety spotlight.
• Rear window defroster.
• And more.

• Division windows between front and rear seats were available on some Fleetwood models for limousine use.
• Commercial and business chassis were supplied to professional carmakers.
• The Classic Car Club of American recognizes all 1948 Series 75 models as Classic Cars.
• The following models are recognized as Milestones by the Milestone Car Society:
• Series 61 coupe (sedanette);
• Series 62 coupe (sedanette);
• Series 62 convertible;
• Series 60S Fleetwood Special sedan.

Details

Written by Big Block

Category: 1940-1949

Published: 04 January 2007

Hits: 3207

1947 Cadillac

Although there was little change from '46, the quickest way to distinguish a '47 was the Cadillac name written in script on the front fenders. And while Spartan rubber stone guards had been used on the leading edge of the rear fenders for '46, they were made of stainless steel in 1947. A full wheel cover, which came to be called the "sombrero" because of its size and shape, replaced the diminutive standard '46 hubcap. The housings for the fog lamps and parking lights were combined for '47 and one of the horizontal bars of the grille was eliminated. The trunk emblem, meanwhile, sprouted LaSalle-like wings (except on the Sixty Special). Overall, the effect of the '47 styling was a bit more "Cadillac" than in 1946.

Mechanically, the '47 engine was toughened with hardened ball seats as a component of the hydraulic valve lifters. Cadillac considered this improvement important enough to phase it in on the late '46s. Sixty-Two convertibles and the Seventy-Fives were now equipped with Hydro-Lectric window lifts as standard equipment. This was a complicated hydraulic system that requires careful attention to long-term maintenance for the collector who owns a Cadillac so fitted.

By the end of the 1947 model year, Cadillac was back on its peacetime track. The number of cars produced reached 61,926 units, more than twice that of '46. And while Packard had regularly out produced Cadillac in the prewar years (largely on the strength of its junior cars), and edged out Cadillac by 1579 units for '46, Cadillac beat Packard by a solid 10,840 units in 1947. Packard would enjoy an edge again in 1948 and '49, while Cadillac was tooling up its new postwar styling and sensational overhead-valve V-8.

But when Cadillac showed up for 1950 with new styling again, it left Packard in the dust, never to look back again. The "Standard of the World" reigned supreme in America, and it wasn't until the late Eighties that Cadillac would again face a formidable domestic competitor, this time Lincoln.

But during the Forties, Cadillac not only consolidated its engine and model offerings, but it also managed by decade's end to consolidate its hold on the luxury car market. And it did this by giving its owners a "Rich Reward": quality, style, and performance.

A minor styling facelift characterized 1947 Series 61 Cadillac’s, which now had grilles with five massive horizontal blades instead of the six used the previous year. A new identification feature was a striped field for the V-shaped hood crest. Sombrero style wheel covers were an attractive new option seen on many Cadillac’s. In the logo, department, a script type nameplate replaced the block lettering used on the sides of front fenders in 1946. Upholstery and paint combinations were generally revised and steering wheel horn rings were changed to a semicircular design. The old style rubber stone shields were replaced with a bright metal type and a new winged trunk ornament was used on all models except the Series 60 Fleetwood Special sedan. Other features were basically unchanged over last year's cars. The Series 61 models continued to utilize the GM B-Body with fastback styling.
 

• Cadillac serial numbers again matched motor numbers and were used for all license, insurance and identification purposes.
• They were placed in the same locations as before.
• Motor serial numbers 5420001 to 5428555 appeared on 1947 Series 61 models.

• V-8 L-head.
• Cast iron block.
• Displacement: 346 cubic inches.
• Bore and stroke: 3-1/2 x 4-1/2 inches.
• Compression ratio: 7.25:1.
• Brake horsepower: 150 at 3400 rpm
• Three main bearings.
• Hydraulic valve lifters.
• Carburetor: Carter WCD two-barrel (models 595S or 595SA) or Stromberg AAV-26 two-barrel (models 380154 or 380871).

Series 62 Cadillacs were again based on the GM C-Body and had a slightly sleeker appearance than models in the outer lines. Notchback styling we seen on all models, except the fastback coupe. However, it was easy to distinguish this car from a 61 coupe, as the door skins did not flare-out above the rocker panels; the side window openings were lower and the reveal moldings circled each window individually instead of looping around all windows as on the smaller car. The 62 sedan also had door skins which mated flush with the rocker panels and featured ventipanes on both the front and rear windows. The 62 convertible was the only open-bodied Cadillac available.

• Motor serial numbers 8420001 to 8459835 appeared on 1947 Series 62 models.

• V-8 L-head.
• Cast iron block.
• Displacement: 346 cubic inches.
• Bore and stroke: 3-1/2 x 4-1/2 inches.
• Compression ratio: 7.25:1.
• Brake horsepower: 150 at 3400 rpm
• Three main bearings.
• Hydraulic valve lifters.
• Carburetor: Carter WCD two-barrel (models 595S or 595SA) or Stromberg AAV-26 two-barrel (models 380154 or 380871).

Two-inch wider doors were again seen on the Series 60 Special Fleetwood line, giving this car a custom look, as compared to standard Series 62 sedans based on the same GM C-Body shell. A heavy upper beltline molding, individual window loop moldings, and four slanting louvers on the rear roof pillar were identification features as was the new Fleetwood trunk ornament, which varied from that seen on lower models. Bright metal stone guards were adopted this season and skirted rear fenders were used again.

• Motor serial numbers 6420001 to 6428500 appeared on 1947 series 60S models.

• V-8 L-head.
• Cast iron block.
• Displacement: 346 cubic inches.
• Bore and stroke: 3-1/2 x 4-1/2 inches.
• Compression ratio: 7.25:1.
• Brake horsepower: 150 at 3400 rpm
• Three main bearings.
• Hydraulic valve lifters.
• Carburetor: Carter WCD two-barrel (models 595S or 595SA) or Stromberg AAV-26 two-barrel (models 380154 or 380871).

Unchanged in all but minor details for 1947, the big Fleetwood 75 series continued to use the touring sedan body with a stately, pre-war appearance. It came in the same five configurations marketed the year before and had the same assortment of standard equipment geared to the luxury class buyer.

• Motor serial numbers 3420001 to 3425036 appeared on 1947 series 75 models.

• V-8 L-head.
• Cast iron block.
• Displacement: 346 cubic inches.
• Bore and stroke: 3-1/2 x 4-1/2 inches.
• Compression ratio: 7.25:1.
• Brake horsepower: 150 at 3400 rpm
• Three main bearings.
• Hydraulic valve lifters.
• Carburetor: Carter WCD two-barrel (models 595S or 595SA) or Stromberg AAV-26 two-barrel (models 380154 or 380871).

• None available

• Hydra-Matic transmission ($186)
• Large wheel discs ($25).
• White sidewall discs.
• Fog lights.
• Safety spotlight.
• Fender mounted radio antenna.
• And more.

• Division windows between front and rear windows were available on some Fleetwood models for limousine use.
• Commercial and business chassis were provided to Professional car makers.
• The Classic Car Club of America recognizes all 1947 Series 75 models as classic cars.

Details

Written by Big Block

Category: 1940-1949

Published: 04 January 2007

Hits: 4149

1946 Cadillac

Ending a hurried production run that had begun four years earlier, just after Pearl Harbor, the last M-24 tank rolled off the Cadillac assembly line on August 24, 1945. Amazingly, the first '46 Caddy was produced on October 7, 1945.

By necessity, the '46 Cadillac was a quickly thrown-together rehash of what Cadillac had offered in 1942, and only Series Sixty-Two four-door sedans were built at first. Cadillac ads made much of the fact that their "Battle-Proved" engines and transmissions were the only automotive components continually produced without interruption during the war, and improved along the way to boot. A major modification, however, was the adoption of a negative battery ground. 
 

Model offerings were pared to just 11 for 1946. Gone entirely were the Series Sixty-Three and Sixty-Seven, while the Sixty Special lost its division-window model, as well as the vertical chrome strips on the fenders. The latter were replaced by five hash marks on each C-pillar. Series Sixty-One and Sixty-Two continued with the coupe and sedan, and the later boasted the only convertible in the lineup as since 1941. The Series Seventy-Five, meanwhile, was pared to five models, down three, although five-, seven-, and nine-passenger models were still listed, as were the Imperial models with divider windows. Seventy-Fives traded the hood louver decorations and triple fender speed lines of '42 for an almost full-length chrome strip starting at the front of the hood, and gained stainless steel running boards. Cadillac block lettering was moved to the lower front fenders.

Strikes and materials shortages, particularly of sheet steel, were major industry-wide problems during the '46 production year. Thus, some Cadillac’s went through the assembly lines with only brackets to hold temporary wooden bumpers -- the real ones had to be installed by dealers as they became available later.

And those that managed to get one paid for the privilege, as the price-leader Sixty-One fastback now started at $2052, up a whopping 41.5 percent over 1942. The Business Imperial nine-passenger sedan, the most expensive 1946 offering, listed at $4346, up $1266, or 41.1 percent. Of course, pricing was a problem for all automakers in the inflationary days following the war.

In 1946 four models were offered: Series 61, Series 62, Series 60 Special Fleetwood, and Series 75 Fleetwood.

• dual downdraft carburetors;
• torbend disc clutch;
• directional signals;
• knee action wheels;
• double ride stabilizers;
• permanently lubricated universals;
• ball bearing steering;
• mechanical fuel pump;
• oil bath air cleaner;
• intake silencer;
• automatic choke;
• Synchromesh transmission;
• sealed beam lighting;
• front coil springs;
• Super-Safe hydraulic brakes;
• wax lubricated rear springs;
• hypoid rear axle;
• slotted disc wheels;
• low pressure tires;
• large luggage compartments
• safety plate glass throughout.

• small hub caps;
• a wider, more massive grille;
• bullet-shaped front and rear fenders;
• skirted rear wheel openings
• chrome-plated rear fins.
  The gas filler cap was located under the rear signal lamp.

• V-8 L-head.
• Cast iron block.
• Displacement: 346 cubic inches.
• Bore and stroke: 3-1/2 x 4-1/2 inches.
• Compression ratio: 7.25:1.
• Brake horsepower: 150 at 3400 rpm
• Three main bearings.
• Hydraulic valve lifters.
• Carburetor: Carter WCD two-barrel (models 595S or 595SA) or Stromberg AAV-26 two-barrel (models 380154 or 380871).

The Series 62 Cadillac’s were based on the General Motors C-Body, also used on the Cadillac 60S, Buick 50 and 70 and Oldsmobile 90 series. Notchback styling characterized the racy-looking cars in this line except for the Club Coupe, which had fastback styling. The Series 62 four-door sedan was the first Cadillac to enter production after WWII. Styling and technical features were similar to those seen on lower priced models, but on a longer chassis with slightly richer interior appointments.

• Motor serial numbers 8400001 to 8418566 appeared on 1946 models.

• V-8 L-head.
• Cast iron block.
• Displacement: 346 cubic inches.
• Bore and stroke: 3-1/2 x 4-1/2 inches.
• Compression ratio: 7.25:1.
• Brake horsepower: 150 at 3400 rpm
• Three main bearings.
• Hydraulic valve lifters.
• Carburetor: Carter WCD two-barrel (models 595S or 595SA) or Stromberg AAV-26 two-barrel (models 380154 or 380871).

• Motor serial number 6400001 to 6405679 appeared on 1946 models.

• V-8 L-head.
• Cast iron block.
• Displacement: 346 cubic inches.
• Bore and stroke: 3-1/2 x 4-1/2 inches.
• Compression ratio: 7.25:1.
• Brake horsepower: 150 at 3400 rpm
• Three main bearings.
• Hydraulic valve lifters.
• Carburetor: Carter WCD two-barrel (models 595S or 595SA) or Stromberg AAV-26 two-barrel (models 380154 or 380871).

• Motor I.D. serial numbers 3400001 to 640579 appeared on 1946 models.

• V-8 L-head.
• Cast iron block.
• Displacement: 346 cubic inches.
• Bore and stroke: 3-1/2 x 4-1/2 inches.
• Compression ratio: 7.25:1.
• Brake horsepower: 150 at 3400 rpm
• Three main bearings.
• Hydraulic valve lifters.
• Carburetor: Carter WCD two-barrel (models 595S or 595SA) or Stromberg AAV-26 two-barrel (models 380154 or 380871).

• Hydra-Matic transmission ($176)
• Large wheel discs ($19)
• White sidewall disc
• Fog lights
• Safety spotlight
• And more.

• Division windows between front and rear seats were available on Fleetwood models for limousine use
• Commercial chassis were provided for makers of hearses and ambulances.
• A limited number of dual-cowl phaetons were also constructed on Cadillac chassis this year.
• The Classic Car Club of America recognizes all 1946 Series 75 models as classic cars.

Details

Written by Big Block

Category: 1940-1949

Published: 04 January 2007

Hits: 2888

1943 - 1945 Cadillac

After the abbreviated '42 model run, during which only 16,511 units were produced, Cadillac became a major cog in the wheel of America's war machine. There is much justification for saying that the '43 Cadillac was the highly maneuverable M-24 light tank (sometimes called the M-24 Chaffee) that utilized two Cadillac V-8s and two Hydra-Matic transmissions -- each powering one track of the tank. The two driveline systems were coordinated and connected by a spider gear. Inside each tank, a plaque proudly proclaimed that this was a product of Cadillac. Cadillac Division received the Army-Navy "E" Award for excellence in the production of war equipment. The reliable V-8 engines were also used on the M-19 anti-aircraft gun carriage, and Cadillac engines and transmissions powered the M-5 light tanks, the predecessors of the M-24, as well.

Ironically, Cadillac already had quite a history in warfare and armaments. The Davidson-Cadillac -- capable of a sustained 70 mph when the roads allowed -- was America's first military armored car. Slightly modified Cadillac automobiles had been used in the military action against Pancho Villa in 1916, and Cadillac had been chosen as the standard officer's car by the U.S. Marine Corps in World War I.

Sadly, the founder of Cadillac, Henry Leland, resigned from the company over a squabble with William C. Durant, the pacifist founder of General Motors. Leland had wanted to make aircraft engines during World War I, so after leaving Cadillac he founded the Lincoln Motor Company primarily to build Liberty engines for the war effort. From this, the birth of Cadillac's chief rival was a short step.

There was no such hesitation at Cadillac in World War II. "They shall not want," was the official war slogan of every Cadillac employee.

Again,, more irony. GM's Allison Division was already involved in the production of the formidable Allison aircraft engine before the war. With America's entry into the fray, Cadillac became directly involved in the further design, development, and manufacture of this liquid-cooled engine that was used in P-51s, P-63s, P-39s, and in a plane the Germans called der Gabelschwanz Teufel (the fork-tailed devil), the Lockheed P-38 Lightning. Of course, the lasting irony was that the P-38 was to have a continued impact on Cadillac design long after the war (the '48 tailfins being one example).

Advertising during the war touted the Cadillac drivetrain's contribution to the retreat of the Axis powers. The division's engineering and manufacturing know-how was a major weapon, the ads said, in the Free World's fight against the Nazis and Japan as Cadillac engines and transmissions proved themselves in battle. Perhaps the ads worked a little too well, because after the war some people tried to adapt the military-version units to their cars and other machinery -- often with less than satisfactory results.

When peace returned in 1945, there was a great hunger for cars by returning GI's and a public weary from the protracted war effort. The desire for Cadillac’s was especially strong because many people had had their horizons and expectations widened by the global conflict -- and their pockets deepened by long overtime hours worked during the war. The lengthy Depression that had preceded the war had made the thirst for automobiles even more intense for many. The problem was that there just weren't enough Cadillac’s -- and few cars of any make for that matter -- to be had. Many dealers would take deposits, but filling those orders was another matter.

Ending a hurried production run that had begun four years earlier, just after Pearl Harbor, the last M-24 tank rolled off the Cadillac assembly line on August 24, 1945. Amazingly, the first '46 Caddy was produced on October 7, 1945.

Details

Written by Big Block

Category: 1940-1949

Published: 04 January 2007

Hits: 4526

1942 Cadillac

There was a prevailing belief that the '42s were not as well built as the '41s. This wasn't quite true, although the use of lightweight cast-iron pistons instead of aluminum was common. Shoddiness showed up in chrome trim with thin layers of copper and nickel understrikings, or in the inferior grade of plastic that was used everywhere, especially in interior hardware and dashboards. Even the upholstery didn't seem to be quite up to previous standards.

The 1942 Cadillacs were basically similar to '41, but with prices starting at $1450 (up $105) and with longer 129- and 133-‘ch wheelbases for the Series Sixty-Two and Sixty Special, respectively. Body shells were reworked to look rounder and more massive -- it's debatable that they looked any better. Keynotes of Cadillac's facelift were long pontoon fenders that extended into the front doors, a theme repeated on the rear fenders, and a more massive diecast egg-crate grille. After 1942, the Series Sixty-Three and Sixty-Seven were discontinued. Only 16,511 units were built before production switched to M-24 tanks, aircraft engines, and munitions.

Cadillac entered 1942, its Fortieth Anniversary year, with the same 150-bhp V-8 and six series, but model choices were pared to 22. Gone were the two Sixty-One DeLuxes, the Sixty-Two convertible sedan, and the Sixty Special Town Car. Prices now ranged from $1450 to $4060. The 1942 Cadillac was -- and is -- fairly rare because output was halted on February 41 1942. The U.S. had entered World War II on December 8, just hours after the Japanese bombing of Pearl Harbor, forcing an industry-wide conversion to the manufacture of war materiel. And in fact, the U.S. Office of Production Management had ordered auto production cutbacks back in August 1941, to 73.5 percent of 1940 output.

If 1941 was the year of the eggcrate grille at Cadillac, then '42 was the year of the bullet -- or pontoon -- shaped fenders. They caused the '42 design to come across as bulkier, particularly the bulbous front units, which swept rearward well into the doors. This fender treatment had apparently developed in the stylists' minds over several years, for one drawing done at the GM studios as early as 1934 showed the extended fender line explicitly. And, of course, it was seen in production on the '41 Sixty Special, albeit in a more squared-off form.

For 1942, Cadillac boasted a wider, bolder eggcrate grille with round parking lights and rectangular fog lamps (when not ordered, fluted chrome caps took their place). Also up front, a seed had been planted that would grow enormously over the years to come, for there on the front bumper was a pair of small (almost embryonic) "Dagmar" bumper extensions. Ed Glowacke would fully develop this design motif in the mid-Fifties.

Cadillac advertised its sealed, ribbed Super-Safe brakes and made a point of demonstrating its All-Weather Ventilation System, which allowed an unobstructed flow of air into the car even in the rain. In addition, a T-type parking brake handle was adopted. The Sixty Specials and Sixty-Twos featured a new instrument panel, as well as longer wheelbases: 133 and 129 inches, respectively The Sixty-Two boasted a new fastback coupe, the Sedanet. Looking even more aerodynamic than the Sixty-One fastback, it was easily identified by its longer rear side windows.

 

The Sixty Special lost some of its uniqueness as Cadillac continued to consolidate its offerings. It now looked much like the regular Cadillacs, with thick center window posts and single chrome spears on all four fenders. The Special, however, sported a series of 14 vertical chrome hash marks on the lower edges of both the front and rear fenders. Fender skirts were standardized across the board.

It should be noted that although the Seventy-Fives adopted the new '42 front-end styling, they retained 1941's short, square fenders and triple chrome strips behind the wheels. In fact, they would carry on with the same square-rigged lines through 1949.

Washington issued "black-out" orders to Cadillac and the rest of the industry on December 31, 1941: no car could be delivered with visible stainless steel trim or chrome, except for bumpers. Metal already chromed or in stainless had to be covered up so that no make would have a sales advantage. Cadillac and the other GM divisions complied by painting the trim in the lighter of their two-tone colors, usually off-white or light gray (some automakers used a thin coat of plastic, most often gray or ivory). 
 For 1942, the Series lineup remained the same as in 1941.

• The grille became more massive, with fewer bars.
• Parking lights became round and fog light sockets became rectangular and were included within the grille area.
• A bullet shape appeared on the tops of the bumper guard.
• Fenders were rounded and longer.
• Front fenders on all but Series 75 extended into the front doors.
• Series 62 and 60S rear fenders extended forward into rear doors.
• The new fenders had heavy moldings along the sides.
• Series 75 had the new grille but retained the 1941 fender treatment.
• A detail trim change on the 75's was a rounded nose on the hood louvers.
• The first general styling change on the Sixty Special destroyed the character of the car.
• Bulbous lines plus superfluous trim in the form of louver bars on the quarters and numerous short vertical bars low on the fenders spoiled its appeal.
• The only convertible was the Series 62, showing quarter windows for the first time.
• A new fresh air ventilating system with air ducts leading from the grille, replaced cowl ventilators.
• Handbrake control was changed from lever to T-shaped pull handle.
• Radiator shutter control of engine temperature was replaced by a blocking-type thermostat in the water return fitting on the radiator.

• Serial numbers were on the right frame side bar, just behind the engine support bracket.
• Starting: Same as engine number.
• Ending: Same as engine number.
• Engine numbers were on the right hand side of the crankcase, just above the water pump.
• Engine Numbers on Chrome or polished stainless steel brightwork models
• Series 42A-60S = 6380001 - 6391500
• Series 42A-61 = 5380001 -5385237
• Series 42A-62 = 8380001 - 8384401
• Series 42A-63 = 7380001 - 7381500
• Series 42A-67 = 9380001 -9380520
• Series 42A-75 = 3380001 - 3381200
• Engine Numbers on Painted "brightwork" models
• Series 428-60S = 6386001 - 6386375
• Series 42B-61 = 5386001 - 5386461
• Series 42B-62 = 8386001 - 8386560
• Series 42B-63 = 7386001 - 7386250
• Series 42B-67 = 9386001 - 9386180
• Series 42B-75 = 3386001 - 3386327

• Ninety degree. L-head
• Eight Cylinders
• Cast iron block (blocks cast enbloc with crankcase)
• Bore & Stroke: 3-1/2 in. x 4-1/2 in.
• Displacement: 346 cu. in.
• Compression Ratio: 7.25:1
• Brake Horsepower: 150 @ 3400 rpm
• SAE/Taxable Horsepower: 39.20
• Main bearings: Three
• Valve lifters: Hydraulic.
• Carburetor: Stromberg AAV-26; Carter WDO 486S.