I’ve always loved triple yellow Cadillacs. And in its various guises from approximately the late ’60s to the early ’90s, it was always a classy color, in your author’s opinion. The matching pastel yellow leather interior was not always available each year, but it usually was. You’ve got to have the matching yellow leather and top for the full effect, you see. As a friend of mine once told me, you can’t drive a triple yellow Cadillac and not feel good. They’re so bright and cheerful!
So I was instantly infatuated this past Thursday morning when another Cadillac-obsessed friend, Ron Schweitzer, sent me a link to this fine Colonial Yellow 1980 Fleetwood Brougham. As Frank Costanza once said, hoochie mama!
Today, your author will be yakking about the 1979 Collector’s Series. This car, and its Continental Mark V Collector’s Series companion model, marked the final versions of the lovely, large and in charge Lincoln Continentals of yore. These special editions celebrated the Great American Land Yacht, whose time was rapidly drawing to a close. Starting in 1980, both the Continental and the Mark would go on a crash diet, never again returning to such grand dimensions.
It was the end of an era, with the big, blowsy Chrysler New Yorker bowing out after 1978 and the muy grande Caddys in ’76 (although the big Eldorado and Toronado carried on through ’78 with their full dimensions, same as the New Yorker Brougham). Ford Motor Company held out the longest, perhaps due to Henry Ford II’s long-held disdain for little cars. Though he did have a customized Pinto at one point.
Remember the Skylark? It kind of got lost over the last thirty-odd years of collector- and muscle-car mania, with Chevelle SSs and Pontiac GTOs hogging all the glory. Heck, even Oldsmobile has gotten more press with the 442, and the Vista Cruiser is even today relatively fresh in people’s minds, thanks to That ’70s Show. But what about Buick? I’m glad you asked…
Naturally, Buick was the flashiest and finest of the midsizers, with its premium reputation. And while the GS and later wild GSX are better known, the rest of the Buick bunch seem to be notably absent at shows and cruise nights these days.
1969 was the final year for the classic ’60s Continental. Only gradual changes had been made to the car since its 1961 debut, and the center-opening doors lasted nine model years, before giving way to a larger, all-new Continental for 1970. So many cars changed drastically between 1961 and 1969, style-wise, but not the Continental. Even in its last year, it was smooth, elegant and impressive.
Here it is, the last ‘big’ AMC car. The Matador. Technically a midsize when it first appeared in 1971, alongside its slightly flossier, slightly longer Ambassador sibling. Essentially, the ’71 Matador was a facelifted 1967-70 AMC Rebel with a new front clip and name.
It became American Motors’ largest passenger vehicle after the Ambassador (itself a Matador with more chrome, fancier interior, and longer hood and front clip, but with the same interior dimensions) was cancelled after the 1974 model year.
Many, many folks have questioned why the ’74 Matadors got such a Jimmy Durante style facelift to go with its new 5 mph front and rear bumpers, with the pronounced proboscis of the grille jutting away from the front fenders and headlights. I’ve heard they simply wanted the car to look bigger. But for whatever reason, I’ve always liked these. The sedans, the woody station wagons, even the big, blowsy 74-78 Matador coupes. What can I say, I like the offbeat stuff!
Here it is, the last Sedan de Ville. Well, for all intents and purposes. As I’m sure you’ve heard, production of the Cadillac XTS, which replaced the Northstar V8 powered 2007-2011 DTS, is ending sometime in October of this year.
And it will end close to thirty-five years of production of full-sized, front wheel drive Cadillacs. Most people won’t notice, most people would prefer an XT5 or XT4, if they’re shopping Cadillacs at all. But I’ll notice. I liked these cars. And I’ll miss them when they’re gone.
When the XTS first appeared as a 2013 model, I thought it was a nice car. From its swept-back, almost fastback-like rear end, it reminded me a bit of the neoclassical 1980-85 Cadillac Seville, Bill Mitchell’s swan song at General Motors. I even tested a 2014 for the old website, and enjoyed it very much. Over the intervening five years, I half kept an eye on XTS certified pre-owned trade-ins at McLaughlin Cadillac, in case they get one in in pearl white or ruby red with the creme leather interior. So far, the right one hasn’t appeared. But I remain vigilant.
So, if you read Parts I and II of my Ettleson Cadillac car show posts, you’ll know I was in Chicagoland about a month ago. I always take Interstate 80, and if they are still open when I pass by on the way home, I always stop by the Peru Antique Mall, clearly visible from 80 itself, in Peru, IL. When I attended the Shirey Cadillac show on Memorial Day weekend, I discovered and bought a 1971 Cadillac Fleetwood Eldorado dealer promo there.
At that time, there was also a gold 1969 Fleetwood Eldorado promo sitting right next to it in the showcase.
But I picked the ’71 as it was missing only its stand-up hood ornament, while the ’69 had both taillights absent.
Since 1958, the Impala had been Chevrolet’s top of the line model. When Ford added the luxurious LTD package to the Galaxie 500 for the 1965 model year, Chevy quickly responded with the Caprice. Both nameplates started out as a luxury trim level but would become full-fledged models in short order.
In 1965, the Caprice nameplate made its first appearance. Limited only to the Sport Sedan four-door hardtop body style.
You knew it was going to happen. I took approximately 335 pictures at this show, so I was pretty sure one round wasn’t going to do it!
And although the earlier post on this event was all Cadillac, all the time, Buick owners were also invited to bring their cars, so we’ll see a few of Flint’s finest for this round. Enjoy the ride!