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Italien / Lombardei - Salò
Three-Church-tour at Salò
Lake Garda has a lot to offer in cultural terms. Near Salò in south Lake Garda, you can combine visits to various places of pilgrimage on a wonderful hike while enjoying the beautiful surroundings.
The three-church tour runs over a nine-kilometre contemplative hiking trail. It leads through the typical landscape of southern Lake Garda to the three churches of pilgrimage of Sanctuary Madonna del Rio, Santuario della Madonna di Buon Consiglio and Santuario San Bartolomeo.
The hike starts just before the town of Renzano. Here, you can park the car and reach your first destination: the village of Renzano. In the village of Renzano, path number 16 begins, which leads to the first place of pilgrimage Madonna del Rio. The wild, yellow-painted church dates from the 18th century. At that time, the Virgin Mary appeared in a nearby grotto and left her footprints in white stone. These impressions are still testimony to the miraculous event. To the left of the church, a forest path takes you to a lovely waterfall.
The second stage leads through the woods, past the villages of Milordino and Milord, to Bagnolo with the picturesque, cypress-surrounded Sanctuary of the Madonna di Buon Consiglio at 516 metres.
You reach the third and last destination via path 17b. First, it goes to the Passo della Stacca at 458 metres. Then you follow the number 17 towards Bassa Via del Garda to Gardesina and the stone Santuario San Bartolomeo at 480 metres.
Just below the church, path number 17 leads through olive groves to the Gardesana Occidentale, where it goes back to the starting point. Overall, this, not to be underestimated, circular walk with reflection factor, can be hiked in 4.5 hours.
(garda-see.com)
Salò (Italian: [saˈlɔ]; Latin: Salodium) is a town and comune in the Province of Brescia in the region of Lombardy (northern Italy) on the banks of Lake Garda, on which it has the longest promenade. The city was the seat of government of the Italian Social Republic from 1943 to 1945, with the ISR often being referred to as the "Salò Republic" (Repubblica di Salò in Italian).
History
Roman period
Although legend has it that Salò has Etruscan origins, recorded history starts with the founding by ancient Romans of the colony of Pagus Salodium. There are numerous ruins of the Roman settlement, as shown by the Lugone necropolis (in via Sant’Jago) and the findings (vase-flasks and funeral steles) in the Civic Archaeological Museum located at the Loggia della Magnifica Patria.
Middle Ages
During the high Middle Ages, the city shared the same history as that of Lombardy.
The origins of the municipality of Salò are barely known: its autonomy from Brescia can be dated towards the end of the 13th century or the beginning of the next one, and the most ancient statues conserved by the city authorities are dated 1397.
Prior to 1334, the town was part of a sort of federation of town councils of the territory along the western lakeshore of Lake Garda (from Limone down to Desenzano) and the Valsabbia areas, called Riperia Lacus Gardae Brixiensis with the chef-lieu of Maderno.
The federation did not want to form an alliance with Brescia nor with Verona deciding instead to request the help of Venice. Due to the distance of Venice, this strategy did not guarantee the independence of the area and, after a short protectorate under the rule of Venice (from 1336 to 1349), Salò became a stronghold of the Milanese Visconti family. In 1377 Beatrice della Scala, the wife of Bernabò Visconti, wanted Salò to be the capital of the area, reducing the influence of Maderno: the city was provided with solid walls and the castle was built.
The Magnifica Patria
On 13 May 1426, after a long period of war, the towns of western bank of the lake spontaneously joined the Venetian Republic, where they remained for the following three centuries: in the main square a column with the Lion of St Mark, symbol of Venice, can be found still today.
Over the years, Venice gave large autonomy to this province of its Stato da Tera, that remained a de facto independent area and was given both the titles of Magnifica Patria (Magnificent Homeland) and Figlia primogenita della Serenissima (firstborn daughter of the Serenissima).
The general council of the Patria and its other institutions remained all centred in Salò (which gained importance and influence), although a governor was sent by the capital, who was given the titles of Provveditore (Superintendent) and Capitano della Riviera (Captain of the Riviera) and the power to act as penal judge for the whole Riviera (whilst civil justice was entrusted to a Brescian podestà who also resided in Salò). Besides farming and trade, the linen industry developed in this period.
Napoleonic era and Risorgimento
In 796 Napoleons troops fought with Austrian troops in Northern Italy during the First Italian campaign. The end of the Venetian republic (Treaty of Campo Formio) ended Salò's position as the capital of the western riviera: on 1 January 1797, the provisional Brescian government instituted the Canton of Benaco with the capital of Benaco, "aforesaid Salò": the town joined the Cisalpine Republic and then the Napoleonic Kingdom of Italy (1805–1814).
After the Napoleonic Era, Salò became part of the Austrian Kingdom of Lombardy–Venetia from 1815 to 1859.
In 1848 Salò joined the Milan revolution against the Habsburg rule and during the Second Italian War of Independence, there were many volunteers that fought with Garibaldi serving in the Piedmontese Army. On 18 June 1859, Garibaldi entered Salò and was welcomed by a happy crowd. Salò received the honorary title of Città (City) with a royal decree on 15 December 1860.
In 1866 the town was the headquarters of the Italian navy during the war with Austria. After the battle of Custoza the Austrians temporarily retook control of the town, but despite their victory and a naval defeat of the Italians at Lissa, the Austrians surrendered to the Prussians a month later and were forced to cede Venetia after the Treaty of Vienna.
Italian Social Republic
From 1943 to 1945 Salò was the de facto capital (seat of government) of Benito Mussolini's Nazi-backed puppet state, the Italian Social Republic, also known as the Republic of Salò: Villa Castagna was the seat of the police headquarters, Villa Amedei was the head office of the Ministry of Popular Culture, Villa Simonini (nowadays Hotel Laurin) was the seat of the Ministry of Foreign Affairs and the Stefani Agency, which distributed official press releases, was located in Via Brunati.
Seismicity
The area around the lake is a seismic zone. In 1877 a meteorological observatory was established under the supervision Prof. Pio Bettoni, to whom it was later dedicated. In 1889, a geophysical observatory (seismic station) was added, which became an important scientific research centre after the 1901 earthquake (5.5 Mw, intensity VII–VIII, no fatalities, buildings damaged). Another earthquake occurred in 2004 (5.1 Mw, intensity VII–VIII, nine injuries, many buildings damaged).
(Wikipedia)
Drei-Kirchen-Rundgang bei Salò
Der Gardasee hat in kultureller Hinsicht vieles zu bieten. Am südlichen Gardasee bei Salò können Sie die Besichtigung verschiedener Wallfahrtsorte bei einer herrlichen Wanderung kombinieren und gleichzeitig die wunderschöne Gegend genießen.
Der Drei-Kirchen-Rundgang in Salò verläuft über einen neun Kilometer langen beschaulichen Wanderweg. Dieser führt durch die typische Landschaft am südlichen Gardasee zu den drei Wallfahrtskirchen Santuario Madonna del Rio, Santuario della Madonna di Buon Consiglio und Santuario San Bartolomeo.
Die Wanderung beginnt kurz vor dem Ort Renzano. Hier kann das Auto geparkt und gleich das erste Ziel angesteuert werden: das Dorf Renzano. Dort beginnt der Weg Nr. 16, der bis zum ersten Wallfahrtsort Madonna del Rio führt. Die wild umwachsene, gelb getünchte Kirche stammt aus dem 18. Jahrhundert. Damals soll in einer nahegelegenen Grotte die Gottesmutter Maria erschienen sein und ihre Fußabdrücke in weißem Stein hinterlassen haben. Diese Abdrücke sollen noch heute Zeugnis über das wundersame Ereignis ablegen. Links von der Kirche bringt ein Waldweg zum Wasserfall des Ortes.
Die zweite Etappe führt durch den Wald, vorbei an den Ortschaften Milordino und Milord, nach Bagnolo mit dem malerischen, von Zypressen umgebenen Santuario della Madonna di Buon Consiglio auf 516 Metern.
Das dritte und letzte Ziel kann über den Weg 17b erreicht werden. Zunächst geht es zum Passo della Stacca auf 458 Metern. Danach geht es der Nr. 17 folgend weiter Richtung Bassa Via del Garda bis nach Gardesina und dem steinernen Santuario San Bartolomeo auf 480 Metern.
Direkt unter der Kirche führt der Weg Nr. 17 durch Olivenhaine bis auf die Gardesana Occidentale von der es wieder zurück zum Ausgangspunkt geht. Insgesamt kann diese, nicht zu unterschätzende, Rundwanderung mit Besinnungsfaktor in 4,5 Stunden erwandert werden.
(garda-see.com)
Salò [saˈlɔ] ist eine italienische Gemeinde und Kleinstadt (comune) mit 10.619 Einwohnern (Stand 31. Dezember 2019) in der Provinz Brescia, Region Lombardei.
Geographie
Die Gemeinde am Westufer des Gardasees liegt etwa 24 km nordöstlich von Brescia an der gleichnamigen Bucht. Der Ort wird im Norden vom Monte San Bartolomeo (569 m) und im Westen von Monte Covolo (552 m) eingegrenzt. Zwischen beiden Erhebungen, die zu den letzten des hier auslaufenden südlichen Alpenrandes gehören, führt nordwestlich von Salò das Val Sabbia mit dem Fluss Chiese. Südlich von Salò liegt die von der Endmoräne des Etschgletschers hinterlassene Moränenlandschaft der Valtenesi.
Nachbargemeinden sind Gardone Riviera, Gavardo, Puegnago sul Garda, Roè Volciano, San Felice del Benaco, Vobarno sowie Torri del Benaco in der Provinz Verona. Salò ist nicht nur als Badeort bekannt, sondern auch eine viel besuchte Einkaufsstadt.
Geschichte
In der Römerzeit als Pagus Salodium gegründet, residierten im Mittelalter in Salò die Visconti. 1337 wurde Salò zur Hauptstadt der Magnifica Patria, einem Zusammenschluss der westlichen Gemeinden des Gardasees und einem Teil des Sabbiatals. Ab 1440 kontrollierte die Republik Venedig die Stadt.
1887 erhielt Salò Bahnanschluss an der Straßenbahnstrecke Brescia–Salò–Gargnano, die bis 1921 etappenweise bis nach Gargnano verlängert wurde. 1954 wurde der Betrieb auf dem zuletzt verbliebenen Streckenteil Brescia–Sàlo eingestellt.
Von 1943 bis 1945 war Salò de facto die Hauptstadt von Benito Mussolinis faschistischer Sozialrepublik (RSI) unter der militärischen Protektion des Großdeutschen Reiches. Aufgrund dessen benannte Pier Paolo Pasolini seinen Film Salò o le 120 giornate di Sodoma (Salò oder die 120 Tage von Sodom) nach der Stadt.
Ein bekannter Jugendstilbau ist die Villa Laurin, in der das Außenministerium untergebracht war und die heute ein Hotel ist.
(Wikipedia)
Rijks Museum - National Museum of Netherlands
Vision:
The Rijksmuseum links individuals with art and history.
Mission:
At the Rijksmuseum, art and history take on new meaning for a broad-based, contemporary national and international audience.
As a national institute, the Rijksmuseum offers a representative overview of Dutch art and history from the Middle Ages onwards, and of major aspects of European and Asian art.
The Rijksmuseum keeps, manages, conserves, restores, researches, prepares, collects, publishes, and presents artistic and historical objects, both on its own premises and elsewhere.
From 1800 to 2013
The Rijksmuseum first opened its doors in 1800 under the name ‘Nationale Kunstgalerij’. At the time, it was housed in Huis ten Bosch in The Hague. The collection mainly comprised paintings and historical objects. In 1808, the museum moved to the new capital city of Amsterdam, where it was based in the Royal Palace on Dam Square.
After King Willem I’s accession to the throne, the paintings and national print collection were moved to the Trippenhuis on Kloveniersburgwal, while the other objects were returned to The Hague. The current building was put into use in 1885. The Netherlands Museum for History and Art based in The Hague moved into the same premises, forming what would later become the departments of Dutch History and Sculpture & Applied Art.
The beginning
On 19 November 1798, more than three years after the birth of the Batavian Republic, the government decided to honour a suggestion put forward by Isaac Gogel by following the French example of setting up a national museum. The museum initially housed the remains of the viceregal collections and a variety of objects originating from state institutions. When the Nationale Kunstgalerij first opened its doors on 31 May 1800, it had more than 200 paintings and historical objects on display. In the years that followed, Gogel and the first director, C.S. Roos, made countless acquisitions. Their first purchase, The Swan by Jan Asselijn, cost 100 Dutch guilders and is still one of the Rijksmuseum’s top pieces.
Move to Amsterdam
In 1808, the new King Louis Napoleon ordered the collections to be moved to Amsterdam, which was to be made the capital of the Kingdom of Holland. The works of art and objects were taken to the Royal Palace on Dam Square, the former city hall of Amsterdam, where they were united with the city’s foremost paintings, including the Night Watch by Rembrandt. In 1809, the Koninklijk Museum opened its doors on the top floor of the palace.
A few years after Willem I returned to the Netherlands as the new king in 1813, the ‘Rijks Museum’ and the national print collection from The Hague relocated to the Trippenhuis, a 17th-century town-palace on Kloveniersburgwal, home to what would later become the Royal Netherlands Academy of Arts and Sciences. Much to the regret of the director, Cornelis Apostool, in 1820 many objects including pieces of great historical interest were assigned to the Kabinet van Zeldzaamheden [Royal Gallery of Rare Objects], which had been founded in The Hague. In 1838, a separate museum for modern 19th-century art was established in Paviljoen Welgelegen in Haarlem. Contrary to the days of Louis Napoleon, very few large acquisitions were made during this period.
Cuypers Cathedral
The Trippenhuis proved unsuitable as a museum. Furthermore, many people thought it time to establish a dedicated national museum building in the Netherlands. Work on a new building did not commence until 1876, after many years of debate. The architect, Pierre Cuypers, had drawn up a historic design for the Rijksmuseum, which combined the Gothic and the Renaissance styles. The design was not generally well-received; people considered it too mediaeval and not Dutch enough. The official opening took place in 1885.
Nearly all the older paintings belonging to the City of Amsterdam were hung in the Rijksmuseum alongside paintings and prints from the Trippenhuis, including paintings such as Rembrandt’s Jewish Bride, which had been bequeathed to the city by the banker A. van der Hoop. The collection of 19th-century art from Haarlem was also added to the museum’s collection. Finally, a significant part of the Kabinet van Zeldzaamheden, which had by then been incorporated into the new Netherlands Museum for History and Art, was returned to Amsterdam.
Renovations
Over the years, collections continued to grow and museum insight continued to expand, and so the Rijksmuseum building underwent many changes. Rooms were added to the south-west side of the building between 1904 and 1916 (now the Philips wing) to house the collection of 19th-century paintings donated to the museum by Mr and Mrs Drucker-Fraser. In the 1950s and 1960s, the two original courtyards were covered and renovated to create more rooms.
In 1927, while Schmidt-Degener was Managing Director, the Netherlands Museum was split to form the departments of Dutch History and Sculpture & Applied Art. These departments were moved to separate parts of the building after 1945. The arrival of a collection donated by the Association of Friends of Asian Art in the 1950s resulted in the creation of the Asian Art department.
The 1970s saw record numbers of visitors of almost one-and-a-half million per year, and the building gradually started to fall short of modern requirements.
‘Verder met Cuypers'
The current renovation reinstates the original Cuypers structure. The building work in the courtyards are removed. Paintings, applied art and history are no longer displayed in separate parts of the building, but form a single chronological circuit that tells the story of Dutch art and history.
The building is thoroughly modernized, while at the same time restoring more of Cuypers original interior designs: the Rijksmuseum has dubbed the venture ‘Verder met Cuypers‘ [Continuing with Cuypers]. The Rijksmuseum will be a dazzling new museum able to satisfy the needs of its 21st-century visitors!
Every year, the Rijksmuseum compiles an annual report for the previous year. Annual reports dating back to 1998 can be found here (in Dutch only). Reports relating to the years before 1998 are available in the reading room of the library.
O Museu Rijks é um dos maiores e mais importantes museus da Europa.É o maior dos Países Baixos, com acervo voltado quase todo aos artistas holandeses. As obras vão desde exemplares da arte sacra até a era dourada holandesa, além de uma substancial coleção de arte asiática.
Esse é o Rijksmuseum, o Museu Nacional dos Países Baixos. E aproveite, caro leitor, porque o Rijks esteve parcialmente fechado para reforma durante 10 anos – voltou a funcionar só em 2013. Ou seja, quem esteve em Amsterdam na última década não conheceu o Rijks, pelo menos não completamente.
Mas o quê tem lá? Muita coisa. Destaque para as coleções de arte e História holandesas. Os trabalhos dos pintores Frans Hals e Johannes Vermeer são alguns dos mais concorridos, mas imbatível mesmo é Rembrandt van Rijn, considerado um dos maiores pintores de todos os tempos. Se você não é um fã de museus de arte, mas faz questão de conhecer o trabalho desses grandes artistas, uma dica: assim que chegar ao Rijks, vá direto para a ala onde estão as obras-primas. Assim você vê o mais importante no início da visita, quando ainda está descansado e poderá dedicar o tempo necessário para essas obras.
A mais famosa delas é a “A Ronda Noturna”, de Rembrandt, uma obra que inspirou músicas, pinturas, filmes e até um flash mob. Quando o Rijks foi reaberto, artistas recriam a cena mostrada no quadro dentro de um shopping de Amsterdam. A ação está no vídeo abaixo e eu te garanto que vale a pena dar play.
Read more: www.360meridianos.com/2014/01/museus-de-amsterdam.html#ix...
Read more: www.360meridianos.com/2014/01/museus-de-amsterdam.html#ix...
Rijksmuseum, Museu Nacional
42 Stadhouderskade
Amsterdam
O museu Rijksmuseum de Amsterdã é o Museu Nacional da Holanda, onde você encontrará uma impressionante coleção permanente, formada por 5.000 pinturas e 30.000 obras de arte, além de 17.000 objetos históricos.
Esse museu nacional foi fundado em 1885 e está instalado em um edifício de estilo neogótico. A sua principal atração é a extensa coleção de quadros pintados por artistas holandeses, abrangendo um período que vai do séc. XV aos dias de hoje. A obra de arte mais famosa em exibição é o quadro A Ronda Noturna, de Rembrandt.
O museu Rijksmuseum está dividido em cinco departamentos: pintura, escultura, arte aplicada, arte oriental, história dos Países Baixos e gravuras. O núcleo da coleção é a pintura e suas obras mais representativas são as que pertencem ao Século de Ouro holandês, com quadros de artistas como Rembrandt, Vermeer ou Frans Hals.
Ver fonte: dreamguides.edreams.pt/holanda/amsterda/rijksmuseum
Museu Rijks, Amesterdão
O Museu Rijks (Museu Nacional) é um edifício histórico, sendo o maior museu nos Países Baixos. O Museu é o maior no numero relativamente às suas colecções, na área do edifício em si, no financiamento e no numero de funcionários empregados.
Cada ano, mais de um milhão de pessoas visitam o Museu Rijks. O Museu emprega cerca de 400 pessoas, incluindo 45 conservadores de museu que são especializados em todas as áreas.
O Museu Rijks é internacionalmente reconhecido pelas suas exibições e publicações, mas não só apenas por estes produtos de grande qualidade, mas também pelas áreas no museu em si que são fonte de inspiração e encorajam a criação de novas ideias.
O museu também tem recursos consideráveis para a educação, para a decoração e apresentação de exibições. Importantes designers são regularmente chamados a trabalharem em projectos no Museu Rijks.
O edifício principal do Museu Rijks está a ser renovado. A boa noticia é que a melhor parte da exposição está apresentada na redesenhada ala Philips. O nome desta exposição denomina-se "The Masterpieces'.
O museu abre diariamente das 10 da manhã até ás 5 da tarde.
A entrada é pela Stadhouderskade 42.
Rijksmuseum
Origem: Wikipédia, a enciclopédia livre.
O Rijksmuseum é um museu nacional dos Países Baixos, localizada em Amsterdão na Praça do museu. O Rijksmuseum é dedicado à artes e história. Ele tem uma larga coleção de pinturas da idade de ouro neerlandesa e uma substancial coleção de arte asiática.
O museu foi fundado em 1800 na cidade da Haia para exibir a coleção do primeiro-ministro. Foi inspirado no exemplo francês. Pelos neerlandeses ficou conhecida como Galeria de Arte. Em 1808 o museu mudou-se para Amsterdã pelas ordens do rei Louis Napoleón, irmão de Napoleão Bonaparte. As pinturas daquela cidade, como A Ronda Nocturna de Rembrandt, tornaram-se parte da coleção.
Em 1885 o museu mudou-se para sua localização atual, construído pelo arquiteto neerlandês Pierre Cuypers. Ele combinou elementos góticos e renascentistas. O museu tem um posição proeminente na Praça do Museu, próximo ao Museu van Gogh e ao Museu Stedelijk. A construção é ricamente decorada com referências da história da arte neerlandesa. A Ronda Nocturna de Rembrandt tem seu próprio corredor no museu desde 1906. Desde 2003 o museu sofreu restaurações, mas as obras-primas são constatemente presentes para o público.
A coleção de pinturas inclui trabalhos de artistas como Jacob van Ruysdael, Frans Hals, Johannes Vermeer e Rembrandt e de alunos de Rembrandt.
Em 2005, 95% do museu está fechado para renovação, mas as pinturas da coleção permanente ainda estão em mostra em uma exibição especial chamada As Obras-primas.
Algumas das pinturas do museu:
Rembrandt van Rijn
A Ronda Nocturna
Os síndicos da guilda dos fabricantes de tecidos
A noiva judia
A lição de Anatomia do Dr. Deyman
Pedro negando Cristo
Saskia com um véu
Retrato de Titus em hábito de monge
Auto-retrato como Apóstolo Paulo
Tobias, Ana e o Bode
Johannes Vermeer:
A Leiteira
A Carta de Amor
Mulher de Azul a ler uma carta
A Rua pequena
Frans Hals:
Retrato de um jovem casal
A Companhia Reynier Real
O bebedor alegre
Retrato de Lucas De Clercq
Retrato de Nicolaes Hasselaer
Retrato de um homem
Página oficial do Rijksmuseum
Virtual Collection of Masterpieces (VCM)
O melhor museu de Amsterdam: Rijksmuseum
O Commons possui uma categoria contendo imagens e outros ficheiros sobre Rijksmuseum
Rijksmuseum Amsterdam
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Se você visitar Amsterdam, precisará conhecer o Museu Nacional da Holanda: Rijksmuseum Amsterdam. O Museu Nacional fica na Praça do Museu, situada no centro de Amsterdam. O Museu Nacional, ou Rijksmuseum, possui uma maravilhosa coleção de arte e história holandesas. Após uma visita ao Rijksmuseum, você saberá mais sobre história e arte e terá visto alguns dos maiores marcos culturais da Holanda.
Obras-primas do Museu Nacional
Ao todo, a coleção do Rijksmuseum apresenta a história da Holanda em um contexto internacional, desde 1.100 até o presente. Há alguns ícones da história e cultura da Holanda que você não pode perder:
Ronda Noturna (de Nachtwacht) de Rembrandt é uma das mais famosas obras desse mestre holandês e é de tirar o fôlego.
O Rijksmuseum tem uma das melhores coleções de pinturas dos grandes mestres do século XVII, como Frans Hals, Jan Steen, Vermeer e Rembrandt.
Assim como o Museu Histórico de Haia, o Rijksmuseum apresenta lindas casas de bonecas, mobiliadas em detalhes, datando de 1676.
Se você não puder ir ao Delft Real, pode ainda apreciar algumas das melhores cerâmicas de Delft, de conjuntos de chá a vasos, no Museu Nacional.
Museu que é visita obrigatória em Amsterdam
Quer sua estadia em Amsterdam seja breve ou longa, você deve visitar o Rijksmuseum. Chegue cedo para evitar enfrentar filas. Combine a visita ao Rijksmuseum com várias outras atrações próximas, como o Museu Van Gogh, o Museu Stedelijk Amsterdam e a Coster Diamonds
Para obter mais informações sobre Amsterdam, retorne à página sobre Amsterdam ou à página sobre os museus de Amsterdam.
We offer exclusive wine tours through Baja's famous wine country, Valle de Guadalupe. Our tours include wine tasting, vineyard and winery tours, amazing food (both gourmet and delicious street tacos), camping, hiking, fishing, surfing and more!
Pontiac offered 2-door wagons in the Chieftain and Star Chief lines for 1957. The 2-door Star Chief Safari had a factory delivered retail price at $3,481 with just 1,894 built.
1957 Pontiac brochure: www.lov2xlr8.no/brochures/pontiac/57pt1/57pt1.html
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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
At the end of WW2, Sweden was in search of a new fighter offering better performance than the J21 could offer. The latter was an indigenous fighter/attack aircraft from SAAB that first took to the air in 1943 and dated back to a requirement from 1941. The J21 was designed as an unusual twin boom pusher configuration, where the propeller was mounted in the rear of the fuselage, pushing the aircraft forward. The advantages of a pusher design were that the view forward was unobstructed and armament could be concentrated in the nose, while the heavy engine was placed close to the center of gravity for better handling and agility. A major drawback was the difficulty in escaping from the aircraft in an emergency, though, as the pilot could get drawn into the propeller blades. SAAB deliberated between systems that would eject the pilot, or jettison the propeller or even the whole engine, via a system of explosive bolts, and eventually installed an early, explosives-powered ejector seat developed by Bofors for this purpose.
However, the SAAB 21 had its share of trouble (overheating an unreliable DB 605 engine), and in 1944 a new requirement for a more powerful and conventional fighter was issued. Selecting the Rolls Royce Griffon as the powerplant, SAAB initially looked into adapting the engine to the J21. However, this proved impractical, so SAAB started work on a clean-sheet design.
The L27, as it was known in the project stage, ended up closely resembling the latest designs to come from Britain like the Supermarine Spitfire or the Martin Baker MB 5, as well as the North American P-51 Mustang. The Griffon engine, chosen for initial development and flight tests, drove a contra-rotating propeller and sat in the nose. Top speed with the Griffon was expected to be around 700 km/h (435 mph). Later production aircraft were to be powered by a domestically developed, new H-24 cylinder motor similar to the British Napier Sabre engine and delivering output in significant excess of 2.200 hp (1.640 kW). With this machine, the aircraft was expected to reach a top speed of 740 km/h (460 mph) or even more.
The wings were similar to those used on the Fairey Firefly, complete with Fairey’s characteristic Youngman flaps, but with small wing root extensions and a thicker profile than the late Spitfires’ wings, and with more rounded wing tips. Similar to the P-51, the L27’s landing gear with a wide track retracted inwards into the wings, and the tail wheel could be fully retracted, too.
Armament, consisting of four 20mm Hispano cannons, was to be concentrated in the wings just outside of the propeller arc, and unlike the Spitfire’s arrangement with underwing coolers, the L27’s single radiator was placed in a ventral tunnel position, very similar to the arrangement on the P-51.
A total of three prototypes were ordered, and the aircraft was now formally designated J27A; two were to be powered by Rolls-Royce Griffon 83 engines, and one as a test structure and earmarked for the development of the 24 cylinder engine and its integration into the projected J27B.
The first flight of a J27A took place in March 1945, and the promising results kept the project evolving until late 1946, when the aircraft was cleared for service and production in January 1947. 70 aircraft with Griffon engines were ordered.
Anyway, in early 1945, SAAB had also launched a project to determine how to provide the J21A with a jet engine to get the experience of jet engines and flying at high speeds. The goal was to catch up with the development of jet aircraft, which were moving ahead fast in England, where, among others, de Havilland already had the de Havilland Vampire in production. The resulting J21R, SAAB's first jet, made its first flight on 10 March 1947 and it marked the death knell for any piston-engine fighter development and use in Sweden. Consequentially the 24 cylinder engine never made it from the drawing board, and after the initial production run of the Griffon-powered J27A was completed until early 1949, further production was stopped and the whole J27 program terminated. Serial production J27As differed only slightly from the prototypes. The most obvious change was a taller vertical stabilizer and a small fin fillet, less obvious was a modified landing gear cover arrangement, because the original design with a single, large cover of the main wheels tended to bulge outward at high speed. A split design mended this problem.
While the J27A’s projected top speed of 700km/h was impressive for a piston-engine fighter and frequently confirmed in service, it was inadequate in the oncoming jet age. In the end, SAAB opted to pursuit jet fighter endeavors that soon led to the very modern and innovative SAAB J29 that soon became Sweden’s standard jet fighter.
In frontline service the J27 was, even though it was popular among its pilots and maintenance crews, almost immediately replaced by jets, at first with the J28B Vampire (from 1951 on), which were in turn quickly replaced in 1952 with the indigenous J29 Tunnan.
The last J27A was, after serving with fighter units primarily in southern Sweden, already retired from frontline duties in 1955. Some aircraft, though, were kept in service as target tugs, liaison aircraft for the air staff and for dissimilar air combat training. The last machine was finally decommissioned in summer 1961.
General characteristics:
Crew: One
Length: 9.90 m (32 ft 5 in)
Wingspan: 11.84 m (38 ft 9 1/2 in)
Height: 4.19 (13 ft 9 in)
Wing area: 22.2 m² (238.87 ft²)
Empty weight: 3,250 kg (7,165 lb)
Loaded weight: 4,150 kg (9,149 lb)
Max. take-off weight: 4,413 kg (9,730 lb)
Powerplant:
1× license-built Rolls-Royce Griffon 83 liquid-cooled V-12 engine, 2,340 hp (1,745 kW),
driving a six-bladed contraprop
Performance:
Maximum speed: 435 mph (700 km/h) at 20,000 ft (6,100 m)
Cruise speed: 495 km/h (265 knots, 308 mph)
Range: 1,100 mi (1,770 km)
Service ceiling: 40,000 ft (12,190 m)
Rate of climb: 3,800 ft/min (19.3 m/s)
Armament:
4× 20 mm Bofors cannon (license-built Hispano Mk.II cannon) with 200 rpg in the outer wings
Underwing hardpoints for 8-12 × 3inch "60 lb" rocket projectiles
or 2× 1,000 lb (450 kg) bombs
or a pair of 45 gal (205 l) or 90 gal (409 l) drop tanks.
The kit and its assembly:
This is a “real” what-if model, or at least the attempt to build a phantom aircraft from single parts! The SAAB 27 is a bit of a mystery, because valid information is sparse, especially concerning details about its shape. You find some drawings or profiles, but IMHO these are based on guesswork and rather vague. The J27 is frequently described as a “Swedish Spitfire with a P-51 radiator” or a “Swedish Super-Spitfire”, but that leaves much to be desired, because the similarity is only superficial. Hence, this model here is rather a free interpretation of what a service J27 could have looked like.
For long time I fought with two building options: either convert a Fairey Firefly (Airfix’ Mk. 5 would have been my bet), or use a Spitfire Mk. 22. After long considerations I settled for the latter one, because I feared that the Firefly would result in a rather massive aircraft, and the Airfix kit itself is vintage and worth a building fight on its own.
So I used an Airfix Spitfire Mk. 22, but from this (very nice!) kit just a few things were taken, because I wanted a more individual look. Only the fuselage, cockpit interior and landing gear survived, and I even inserted a 2.5mm wide “wedge plug” around the cockpit and wedge-shaped inserts at the fuselage halves’ seams in order to add some beef to the sleek (if not spindly) Spitfire. I think it’s hard to notice, but the overall proportions look good. At the tail and the front end, the original fuselage width was kept, though.
Reason behind this was the P-51 radiator’s width (leftover from a Matchbox kit) that was considerably wider than the Spitfire fuselage. Furthermore, the thicker/more massive wings from a P-47 (from an early MPM kit) also called for a more massive body.
For the new wings, some adaptations to the Spitfire wing roots had to be made, though, e.g. a bulged mid-wing section under the fuselage. The Thunderbolt parts also had the benefit of wells for a landing gear that retracts inwards. I also used P-47 landing gear parts, even though the struts were shortened at their bases by 3mm and the covers accordingly. For the sake of a different look (the Spitfire wheels are very characteristic) I used different main wheels from a Revell G.91R. The landing gear cover arrangement differs from J27 sketches (as far as I can tell, it must have been similar to the P-51's), but I stuck with the P-47 parts because they match well with the rest of the aircraft.
The contraprop belongs to a late mark Seafire, left over from a Special Hobby kit. The propeller was in so far modified that I added a metal axis and a styrene tube adapter for the fuselage, so that both propeller parts can (theoretically) spin. OOB, the Special Hobby solution is simply to be glued onto the nose, fixed, despite being constructed in two separate parts?
Furthermore, the carburetor intake was changed: the Spitfire’s scoop at the wings’ leading edge was replace by a Firefly-style lip intake right behind the propeller.
The whole tail section was reconditioned, too. Descriptions of the J27’s tail are corny, but “more square than a Spitfire’s”. Instead of simple cosmetic surgery I thoroughly replaced the OOB fin with a Supermarine Attacker’s (Novo kit) with some mods to the outline, which fits well in size and is …more square!
The new tail is a bit taller and has a fin fillet, making it look very P-51-ish, but that’s O.K. for me. At least it’s different from the round Spitfire shape.
I also exchanged the stabilizers, the round Spitfire parts gave way to differently shaped pieces from a Hobby Boss La-7. Their shape is similar to a P-47’s, but they are smaller and match J27 illustrations well.
The canopy was also changed. Through the widened fuselage around the cockpit the tight OOB Spitfire hood would hardly match, anyway. The bubble layout remained, and I adapted a bigger Matchbox P-51 canopy to the new fuselage contours, and moved forward as far as possible.
Painting and markings:
The Swedish Air Force as operator was settled, as well as early post-WWII markings. But I did not want the standard, uniform olive green/blue grey livery, so I painted the upper surfaces with camouflage scheme made from two green tones: a medium green tone (Humbrol 102, Army Green, ~FS 34096) and a bluish, dark green (Humbrol 91, RLM 70 equivalent), applied in bands – somewhat inspired by a scheme carried by some SAAB 32 Lansen in the early 60ies.
The underside was kept in the typical Swedish blue-grey, for which I used Humbrol 87. The waterline was placed very low so that the upper camouflage was also taken to the radiator flanks under the fuselage and wings.
The cockpit was painted in very dark grey (Humbrol 32), while the landing gear and the wells were kept in Aluminum (Humbrol 56).
As a 2nd squadron machine, the code letter became blue, as well as the two-part spinner, latter’s paint was mixed, based on the squadron code letter decal’s tone on the tail.
The roundels and the 'R' codes come from an RBD Studio aftermarket sheet from Sweden, further decals like the yellow ‘9’ code, the squadron’s ‘Bonzo’ dog mascot emblem as well as most stencils come from a Heller SAAB 21.
A complex build, yet the model aircraft looks so innocent… Anyway, the goal was IMHO achieved: this J27 model just looks like a “Swedish Spitfire with a P-51 radiator”, and at first glance you cannot be certain if this is a modified Griffon Spitfire or a P-51D. Both is true, to a certain degree, but also not correct, because the changes are more fundamental and the wings are completely different from either. So, the mission’s been accomplished. ;)
And I feel inclined to tackle a J23, too, a Bf109/P-51B design hybrid that was designed as a conservative alternative to the pusher J21.
The Cadillac Eldorado is a personal luxury car that was manufactured and marketed by Cadillac from 1953 to 2002 over ten generations. Competitors and similar vehicles included the Lincoln Mark series, Buick Riviera, Oldsmobile Toronado and Chrysler's Imperial Coupe.
The Eldorado was at or near the top of the Cadillac line during early model years. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 were the most expensive models that Cadillac offered those years, and the Eldorado was never less than second in price after the Cadillac Series 75 until 1966. Eldorados carried the Fleetwood designation from 1965 through 1972.
NAME
The nameplate Eldorado is a contraction of two Spanish words that translate as "the gilded (i.e., golden) one" — and also refers to El Dorado, the mythical South American "Lost City of Gold" that fascinated Spanish explorers.
Chosen in an internal competition for a 1952 concept vehicle celebrating the company's golden anniversary, the name Eldorado was proposed by Mary-Ann Marini (née Zukosky), a secretary in Cadillac's merchandising department — and was subsequently adopted for a limited-edition convertible for model year 1953.
Palm Springs Life magazine incorrectly attributes the name to the Eldorado Country Club in Indian Wells, California, a favorite resort of General Motors executives in the Coachella Valley — though the resort opened in 1957, five years after Cadillac's own naming competition.
Cadillac began using the nameplates 'Eldorado Seville' and 'Eldorado Biarritz' to distinguish between the hardtop and convertible models (respectively) while both were offered, from 1956 through 1960 inclusively. The 'Seville' name was dropped when the hardtop was initially discontinued (1961), but the Biarritz name continued through 1964. Beginning 1965, the Eldorado became the 'Fleetwood Eldorado'. 'Biarritz' returned as an up level trim package for the Eldorado for 1977.
FIRST GENERATION (1953)
The Cadillac Series 62 Eldorado joined the Oldsmobile 98 Fiesta and Buick Roadmaster Skylark as top-of-the-line, limited-production specialty convertibles introduced in 1953 by General Motors to promote its design leadership. A special-bodied, low-production convertible (532 units in total), it was the production version of the 1952 El Dorado "Golden Anniversary" concept car. Along with borrowing bumper bullets (aka dagmars) from the 1951 GM Le Sabre show car, it featured a full assortment of deluxe accessories and introduced the wraparound windshield and a cut-down beltline to Cadillac standard production.
The expansive frontal glass and distinctive dip in the sheetmetal at the bottom of the side windows (featured on one or both of GM's other 1953 specialty convertibles) were especially beloved by General Motors' styling chief Harley Earl and subsequently widely copied by other marques. Available in four unique colors (Aztec red, Alpine white, azure blue and artisan ochre — the last is a yellow hue, although it was shown erroneously as black in the color folder issued on this rare model). Convertible tops were available in either black or white Orlon. AC was an option, as were wire wheels. The car carried no special badging other than a gold-colored "Eldorado" nameplate in the center of the dash. A hard tonneau cover, flush with the rear deck, hid the convertible top in the open car version.
Although technically a subseries of the Cadillac Series 62 based on the regular Series 62 convertible, sharing its engine, it was nearly twice as expensive at US$7,750. The 5,610 mm long, 2,030 mm wide vehicle came with such standard features as windshield washers, a signal seeking radio, power windows, and a heater. The Eldorado comprised only 5% of Cadillac's sales in 1953.
SECOND GENERATION (1954–1956)
In 1954, Eldorado lost its unique sheet metal and shared its basic body shell with standard Cadillacs. Distinguished now mainly by trim pieces, this allowed GM to lower the price and see a substantial increase in sales. The Eldorados had golden identifying crests centered directly behind the air-slot fenderbreaks and wide fluted beauty panels to decorate the lower rear bodysides. These panels were made of extruded aluminum and also appeared on a unique one of a kind Eldorado coupé built for the Reynolds Aluminum Corporation. Also included in the production Eldorado convertible were monogram plates on the doors, wire wheels, and custom interior trimmings with the Cadillac crest embossed on the seat bolsters. Two thousand one hundred and fifty Eldorados were sold, nearly four times as many as in 1953.
For 1955, the Eldorado's body gained its own rear end styling with high, slender, pointed tailfins. These contrasted with the rather thick, bulbous fins which were common at the time and were an example of the Eldorado once again pointing the way forward. The Eldorado sport convertible featured extras such as wide chrome body belt moldings and twin round taillights halfway up the fenders. Sales nearly doubled to 3,950.
For 1956, a two-door hardtop coupé version appeared, called the Eldorado Seville at which point the convertible was named the "Eldorado Biarritz". An Eldorado script finally appeared with fender crest on the car which was further distinguished by twin hood ornaments. An extra feature on the Eldorado convertible was a ribbed chrome saddle molding extending from the windshield to the rear window pillar along the beltline. With the addition of the Seville, sales rose yet again to 6,050 of which 2,150 were Sevilles. Eldorados accounted for nearly 4% of all Cadillacs sold.
THIRD GENERATION (1957-1960)
1957 saw the Eldorado (in both convertible and Seville hardtop bodystyles) with a revised rear-end design featuring a low, downswept fenderline capped by a pointed, in-board fin. The rear fenders were commonly referred to as "chipmunk cheeks". This concept was used for two years, but did not spawn any imitators. Series 62 Eldorados (as distinct from the Series 70 Eldorado Brougham) were further distinguished by the model name above a V-shaped rear deck ornament and on the front fenders. The rear fender and deck contour was trimmed with broad, sculptured stainless steel beauty panels. Also seen were "shark" style fins pointing towards the back of the cars. A three section built in front bumper was another exclusive trait of the Series 62 Eldorados, which came with a long list of standard features. Four specially-built 4-door hardtop Eldorado Sedan Sevilles were also built in 1957.
1957 was chiefly notable for the introduction of one of GM's most memorable designs, the Series 70 Eldorado Brougham. Announced in December 1956 and released around March 1957, the Eldorado Brougham was a hand-built, limited car derived from the Park Avenue and Orleans show cars of 1953-54. Designed by Ed Glowacke, it featured the first appearance of quad headlights and totally unique trim. The exterior ornamentation included wide, ribbed lower rear quarter beauty panels extending along the rocker sills and rectangularly sculptured side body "cove" highlighted with five horizontal windsplits on the rear doors. Tail styling treatments followed the Eldorado pattern. This four-door hardtop with rear-hinged rear doors was an ultra-luxury car that cost an astonishing $13,074 — twice the price of any other 1957 Eldorado and more than the Rolls-Royce Silver Cloud of the same year. It featured a stainless steel roof, self leveling air suspension, the first automatic two-position "memory" power seats, a dual four-barrel V-8, low-profile tires with thin white-walls, automatic trunk opener, cruise control, high-pressure cooling system, polarized sun visors, electric antenna, automatic-release parking brake, electric door locks, dual heating system, silver magnetized glovebox, drink tumblers, cigarette and tissue dispensers, lipstick and cologne, ladies' compact with powder puff, mirror and matching leather notebook, comb and mirror, Arpège atomizer with Lanvin perfume, automatic starter with restart function, Autronic Eye, drum-type electric clock, power windows, forged aluminum wheels and air conditioning. Buyers of Broughams had a choice of 44 full-leather interior and trim combinations and could select such items as Mouton, Karakul or lambskin carpeting.
There were serious difficulties with the air suspension, which proved troublesome in practice. Some owners found it cheaper to have it replaced with conventional coil springs.
The 1957 Eldorado Brougham joined the Sixty Special and the Series 75 as the only Cadillac models with Fleetwood bodies although Fleetwood script or crests did not appear anywhere on the exterior of the car, and so this would also mark the first time in 20 years that a Fleetwood-bodied car was paired with the Brougham name. The 1957-58 Eldorado Brougham also marked the return of the Cadillac Series 70, if only briefly. Only 400 Eldorado Broughams were sold in 1957.
An all-transistor signal-seeking car radio was produced by GM's Delco Radio and was first available for the 1957 Eldorado Brougham models, which was standard equipment and used 13 transistors in its circuitry.
For 1958, GM was promoting their fiftieth year of production, and introduced Anniversary models for each brand; Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet. The 1958 models shared a common appearance on the top models for each brand; Cadillac Eldorado Seville, Buick Roadmaster Riviera, Oldsmobile Holiday 88, Pontiac Bonneville Catalina, and the all-new Chevrolet Bel-Air Impala.
On 1958 2-door Eldorados, a V-shaped ornament and model identification script were mounted to the deck lid. Two-door Eldorados also had ten vertical chevron slashes ahead of the open rear wheel housings and crest medallions on the flank of the tailfins. Broad, sculptured beauty panels decorated the lower rear quarters on all Series 62 Eldorados and extended around the wheel opening to stretch along the body sills. All-new was a special-order Series 62 Eldorado Seville, of which only one was actually built.
The major changes to the Eldorado Brougham in 1958 were seen inside the car. The interior upper door panels were finished in leather instead of the metal finish used in 1957. New wheel covers also appeared. Forty-four trim combinations were available, along with 15 special monotone paint colors. A total of 304 Eldorado Broughams were sold in 1958. 1958 was the last year for the domestic production of the handbuilt Brougham at Cadillac's Detroit factory, as future manufacturing of the special bodies was transferred to Pininfarina of Turin, Italy.
The 1959 Cadillac is remembered for its huge sharp tailfins with dual bullet tail lights, two distinctive rooflines and roof pillar configurations, new jewel-like grille patterns and matching deck lid beauty panels. In 1959 the Series 62 became the Series 6200. De Villes and 2-door Eldorados were moved from the Series 62 to their own series, the Series 6300 and Series 6400 respectively, though they all, including the 4-door Eldorado Brougham (which was moved from the Series 70 to Series 6900), shared the same 3,302 mm wheelbase. New mechanical items were a "scientifically engineered" drainage system and new shock absorbers. All Eldorados were characterized by a three-deck, jeweled, rear grille insert, but other trim and equipment features varied. The Seville and Biarritz models had the Eldorado name spelled out behind the front wheel opening and featured broad, full-length body sill highlights that curved over the rear fender profile and back along the upper beltline region. Engine output was an even 345 hp (257 kW) from the 6.4 L engine. Standard equipment included power brakes, power steering, automatic transmission, back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six way power seats, heater, fog lamps, remote control deck lid, radio and antenna with rear speaker, power vent windows, air suspension, electric door locks and license frames. The Eldorado Brougham also came with Air conditioning, automatic headlight dimmer, acruise control standard over the Seville and Biarritz trim lines.
The 1960 Cadillacs had smoother, more restrained styling. General changes included a full-width grille, the elimination of pointed front bumper guards, increased restraint in the application of chrome trim, lower tailfins with oval shaped nacelles and front fender mounted directional indicator lamps. External variations on the Seville two-door hardtop and Biarritz convertible took the form of bright body sill highlights that extended across the lower edge of fender skirts and Eldorado lettering on the sides of the front fenders, just behind the headlamps. Standard equipment included power brakes, power steering, automatic transmission, dual back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six-way power seats, heater, fog lamps, Eldorado engine, remote control trunk lock, radio with antenna and rear speaker, power vent windows, air suspension, electric door locks, license frames, and five whitewall tires. Technical highlights were finned rear drums and an X-frame construction. Interiors were done in Chadwick cloth or optional Cambray cloth and leather combinations. The last Eldorado Seville was built in 1960.
A different Eldorado Brougham was sold for 1959 and 1960. These cars were not quite so extravagantly styled but were very unusual pieces in themselves. Priced at $13,075, they cost $1 more, each, than their older siblings. The company contracted out the assembly to Pininfarina of Italy, with whom the division has had a long-running relationship, and these Eldorados were essentially hand-built in Italy. Ironically only now did it acquire Fleetwood wheel discs and doorsill moldings, presumably because the design work and final touches were still being done by Fleetwood. Discreet, narrow taillights integrated into modest tailfins, and a squared-off rear roof line with rear ventiplanes caused the Italian-built Brougham to contrast sharply to the rounded roof lines, and especially the new "rocketship" taillights and flamboyant fins of the standard 1959 Cadillacs, which are a feature only of that year. A vertical crest medallion with Brougham script plate appeared on the front fenders and a single, thin molding ran from the front to rear along the mid-sides of the body. It did not sport Eldorado front fender letters or body sill headlights. A fin-like crest, or "skeg," ran from behind the front wheel opening to the rear of the car on the lower bodysides and there were special crest medallions on the trailing edge of the rear fenders. The Brougham's styling cues would prove to indicate where standard Cadillac styling would head from 1960 through the early-mid-1960s. The standard equipment list was pared down to match those of other Eldorados, plus Cruise Control, Autronic Eye, air conditioning and E-Z Eye glass. The Brougham build-quality was not nearly to the standard of the Detroit hand-built 1957–1958 models, and thus the 1959–1960 Broughams did not sell as well as their forebears. However, collector interest and values for these cars remain high. The Eldorado Brougham was moved to its own unique Series 6900 for its remaining two years.
The 1960 Cadillac Eldorado Biarritz 6467E is featured as Maurice Minnifield's vehicle in the 1990s television series Northern Exposure.
FOURTH GENERATION (1961–1964)
Cadillac was restyled and re-engineered for 1961. The Eldorado Biarritz convertible was technically reclassified as a subseries of the De Ville (Series 6300), a status it would keep through 1964. An Eldorado convertible would remain in the Cadillac line through 1966, but its differences from the rest of the line would be generally more modest. The new grille slanted back towards both the bumper and the hood lip, along the horizontal plan, and sat between dual headlamps. New forward slanting front pillars with non-wraparound windshield glass were seen. The Eldorado Biarritz featured front series designation scripts and a lower body "skeg" trimmed with a thin three quarter length spear molding running from behind the front wheel opening to the rear of the car. Standard equipment included power brakes, power steering, automatic transmission, dual back up lights, windshield washer, dual speed wipers, wheel discs, plain fender skirts, outside rearview mirror, vanity mirror, oil filter, power windows, 6-way power bench seat or bucket seats, power vent windows, whitewall tires, and remote control trunk lock. Rubberized front and rear coil springs replaced the trouble prone air suspension system. Four-barrel induction systems were now the sole power choice and dual exhaust were no longer available. With the Seville and Brougham gone sales fell to 1,450.
A mild face lift characterized Cadillac styling trends for 1962. A flatter grille with a thicker horizontal center bar and more delicate cross-hatched insert appeared. Ribbed chrome trim panel, seen ahead of the front wheel housings in 1961, were now replaced with cornering lamps and front fender model and series identification badges were eliminated. More massive front bumper end pieces appeared and housed rectangular parking lamps. At the rear tail lamps were now housed in vertical nacelles designed with an angled peak at the center. A vertically ribbed rear beauty panel appeared on the deck lid latch panel. Cadillac script also appeared on the lower left side of the radiator grille. Standard equipment included all of last year’s equipment plus remote controlled outside rearview mirror, heater and defroster and front cornering lamps. Cadillac refined the ride and quietness, with more insulation in the floor and behind the firewall.
In 1963 Eldorado Biarritz joined the Cadillac Sixty Special and the Cadillac Series 75 as the only Cadillac models with Fleetwood bodies and immediately acquired Fleetwood crests on its rear quarters[26] and Fleetwood rocker panel moldings. The 1963 Eldorado was also the first Fleetwood bodied convertible since the Cadillac Series 75 stopped offering four- and two-door convertible body styles and production of the Cadillac Series 90 (V16) ceased in 1941. In overall terms the 1963 Cadillac was essentially the same as the previous year. Exterior changes imparted a bolder and longer look. Hoods and deck lids were redesigned. The front fenders projected 4.625 inches further forward than in 1962 while the tailfins were trimmed down somewhat to provide a lower profile. Body side sculpturing was entirely eliminated. The slightly V-shaped radiator grille was taller and now incorporated outer extensions that swept below the flush-fender dual headlamps. Smaller circular front parking lamps were mounted in those extensions. The Eldorado also had a rectangular grid pattern rear decorative grille. A total of 143 options including bucket seats with wool, leather or nylon upholstery fabrics and wood veneer facings on dash, doors and seatbacks, set an all-time record for interior appointment choices. Standard equipment was the same as the previous year. The engine was entirely changed, though the displacement and output remained the same, 6.4 l and 325 hp (242 kW).
It was time for another facelift in 1964 and really a minor one. The main visual cue indicating an Eldorado Biarritz was simply the lack of fender skirts. New up front was a bi-angular grille that formed a V-shape along both its vertical and horizontal planes. The main horizontal grille bar was now carried around the body sides. Outer grille extension panels again housed the parking and cornering lamps. It was the 17th consecutive year for the Cadillac tailfins with a new fine-blade design carrying on the tradition. Performance improvements including a larger V8 engine were the dominant changes for the model run. Equipment features were same as in 1963 for the most part. Comfort Control, a completely automatic heating and air conditioning system controlled by a dial thermostat on the instrument panel, was introduced as an industry first. The engine was bumped to 7 l, with 340 hp (253.5 kW) available. Performance gains from the new engine showed best in the lower range, at 30 to 80 km/h traffic driving speeds. A new technical feature was the Turbo-Hydramatic transmission, also used in the De Ville and the Sixty Special.
FITH GENERATION (1965–1966)
The Eldorado became a Fleetwood sub-series in 1965, although there was strictly speaking no separate Fleetwood series at this time. It was consequently marketed as the Cadillac Fleetwood Eldorado, in a similar fashion to the Cadillac Fleetwood Series 75 and the Cadillac Fleetwood Sixty Special. The Biarritz nomenclature was finally dropped from sales literature, probably because there was no need to distinguish the convertible from the long absent Seville and Brougham. This was the last generation to be installed with rear wheel drive.
In 1966 changes included a somewhat coarser mesh for the radiator grille insert, which was now divided by a thick, bright metal horizontal center bar housing rectangular parking lamps at the outer ends. Separate rectangular side marker lamps replaced the integral grille extension designs. There was generally less chrome on all Cadillac models this year. Cadillac crests and V-shaped moldings, front and rear, were identifiers. Cadillac "firsts" this season included variable ratio steering and optional front seats with carbon cloth heating pads built into the cushions and seatbacks. Comfort and convenience innovations were headrests, reclining seats and an AM/FM stereo system. Automatic level control was available. Engineering improvements made to the perimeter frame increased ride and handling ease. Newly designed piston and oil rings and a new engine mounting system and patented quiet exhaust were used.
SIXTH GENERATION (1967–1970)
The Eldorado was radically redesigned in 1967 to capitalize on the burgeoning era's personal luxury car market. Promoted as a "personal" Cadillac, it shared the E-body with the second-generation Buick Riviera and the Oldsmobile Toronado, which had been introduced the previous year. To enhance its distinctiveness, Cadillac adopted the Toronado's front-wheel drive Unified Powerplant Package, adapted to a standard Cadillac 429 V8 coupled to a Turbo-Hydramatic 425 automatic transmission. Based on the Turbo-Hydramatic 400, the THM425 placed the torque converter next to the planetary gearbox, which it drove through a metal, motorcycle-style roller chain. Disc brakes were optional, and new standard safety equipment included an energy absorbing steering column and generously padded instrument panel. The Unified Powerplant Package was later shared with the GMC Motorhome starting in 1972.
The new Eldorado was a great departure from the previous generation, which had become little more than a dressed-up version of Cadillac's De Ville. Its crisp styling, initiated by GM styling chief Bill Mitchell, was distinctive and unique, more angular than the streamlined Riviera and Toronado. This was the only production Cadillac to be equipped with concealed headlights behind vacuum operated doors.
Performance was 0–60 mph (0–96 km/h) in less than nine seconds and a top speed of 120 mph (192 km/h). Roadability and handling were highly praised by contemporary reviews, and sales were excellent despite high list prices. Its sales of 17,930 units, nearly three times the previous Eldorado high, helped give Cadillac its best year ever.
In 1968, the Eldorado received Cadillac's new 375 hp (280 kW) (SAE gross) 7.7 L V8, and disc brakes became standard. Only slight exterior changes were made to comply with new federal safety legislation. Sales set another record at 24,528, with Eldorados accounting for nearly 11% of all Cadillacs sold.
In 1969 hidden headlamps were eliminated, and a halo vinyl roof was available as an option, joined later in the model year by a power sunroof.
In 1970 the Eldorado introduced the new 8.2 L V8 engine, the largest-ever production V8, rated SAE gross 400 hp (298 kW) and 550 lb·ft (746 N·m), which would remain exclusive until it became standard on all full size Cadillacs in the 1975 model year.
SEVENTH GENERATION (1971–1978)
The Eldorado underwent a substantial redesign in 1971, growing two inches in length but six in wheelbase. The result was a rounder, much heavier looking automobile, made even more rotund by the return of standard fender skirts. While Eldorado door glass remained frameless, the hardtop rear quarter windows were deleted, replaced by a fixed "opera window" in the widened "C" pillar. A convertible model rejoined the line-up. This 126.3-inch (3,210 mm) wheelbase version Eldorado would run through 1978, receiving facelifts in 1973 and 1975. Sales in 1971 set a new record at 27,368.
In 1972 sales rose to 40,074.
Performance was not competitive with contemporary premium personal luxury cars. However, none but the Lincoln were 6 passenger vehicles.
In 1973 the Eldorado was removed from the Fleetwood series and reestablished as its own series. The '73 models received a facelift featuring new front and rear bumpers, egg-crate grille, decklid, rear fenders and taillamps.
The Cadillac Eldorado was chosen as the pace car for the Indy 500 in 1973. Cadillac produced 566 of these special pace car convertibles. Thirty-three were used at the track during the race week, with the remainder distributed to U.S. Cadillac dealers one per dealership. Total sales soared to 51,451, over a sixth of all Cadillac sales.
1974 models featured a redesigned rear bumper, to meet the new 5 mile impact federal design regulation. Styling changes include horizontal taillamps, and a fine mesh grille. Inside, there was a new, redesigned instrument panel, marketed in sales literature as "space age" and shared with all 1974 Cadillacs.
For 1975, the Eldorado was given rectangular headlamps, full rear wheel openings sans fender skirts and crisper lines which resulted in a much sleeker appearance reminiscent of the 1967-70 models.
In 1976 GM heavily promoted the Eldorado convertibles as "the last American convertible". Some 14,000 would be sold, many purchased as investments. The final 200 were designated as "Bicentennial Edition" commemorating America's 200th birthday. These cars were white with a dual-color red/blue pinstripe along the upper bodyside. When GM reintroduced Eldorado convertibles for the 1984 model year, owners of 1976 Eldorados felt they had been deceived and launched an unsuccessful class action lawsuit.
In 1977 the Eldorado received a new grille with a finer crosshatch pattern. The convertible was dropped (although Custom Coach of Lima, Ohio converted a few new 1977 and 1978s Eldorados into coach convertibles using salvaged parts from earlier models). The 8.2L V8 of 1970-76 gave way to a new 7L V8 with 180 bhp (134 kW). For the first time in 1977 all GM E-body cars were front-wheel drive, as the Riviera underwent a two-year hiatus before joining them in 1979.
A new grille was the only major change in 1978. The Eldorado was totally redisigned for 1979.
ELDORADO BIARRITZ
Unlike the Cadillac Sixty Special and De Ville, Eldorado did not have a unique luxury package to provide it with a title change (such as the "d'Elegance" package). This was rectified in mid-year 1976 with the Biarritz package. A unique trim feature of Biarritz, a name that had not been used since the 1964 model year (although the Eldorado was Fleetwood bodied from the 1963 model year on, the Fleetwood designation was only applied to all Eldorados produced from the 1965 through 1972 model years) was a brushed stainless steel roof covering the front passenger compartment for model years 1979-1985. This was a styling cue reminiscent of the 1957/58 Eldorado Brougham. The rear half of the roof was covered with a heavily padded landau vinyl top accented with large "opera" lights. The interior featured "pillowed"-style, "tufted" velour or leather seating, with contrasting piping, along with an array of other options available.
The 1978 Biarritz option packages consisted of the Eldorado Custom Biarritz ($1,865.00); w/Astroroof ($2,946.00); w/Sunroof ($2,746.00) and Eldorado Custom Biarritz Classic ($2,466.00); w/Astroroof ($3,547.00); w/Sunroof ($3,347.00).
For the 1978 Eldorado model year only, 2,000 Eldorado Custom Biarritz Classics were produced in Two-Tone Arizona Beige/Demitasse Brown consisting of 1,499 with no Astroroofs or no Sunroofs; 475 with Astroroofs; 25 with Sunroofs and one (1) was produced with a Power Sliding T-Top. Only nine of the latter are known to have been retrofitted by the American Sunroof Company under the direction of General Motors' Cadillac Motor Division.
The Biarritz option stayed with the Eldorado through the 1991 model year. Some of the original styling cues vanished after the 1985 model year, such as the brushed stainless steel roofing and the interior seating designs, but the Biarritz remained unique just the same.
EIGHTH GENERATION (1979–1985)
A new, trimmer Eldorado was introduced for 1979, for the first time sharing its chassis with both the Buick Riviera and Oldsmobile Toronado. Smaller, more fuel efficient 350 and 368 in³ (5.7 and 6.0 L) V8's replaced the 500 and 425 in³ (8.2 and 7.0 L) engines. A diesel 350 was available as an option.
In 1980, the gas 350 was replaced with the 368 except in California, where the Oldsmobile 350 was used. In both the 1980 Seville and Eldorado (which shared frames) the 368s came with DEFI (later known as throttle body injection when it was later used with other GM corporate engines), whereas in the larger RWD Cadillacs it came only with a 4-barrel Quadrajet carburetor. Independent rear suspension was adopted, helping retain rear-seat and trunk room in the smaller body. The most notable styling touch was an extreme notchback roofline. The Eldorado Biarritz model resurrected the stainless-steel roof concept from the first Brougham. The Eldorado featured frameless door glass, and the rear quarter windows re-appeared as they did before 1971, without a thick "B" pillar. The cars were not true hardtops, as the rear quarter windows were fixed. Sales set a new record at 67,436.[citation needed]
For 1981, Cadillac offered the V8-6-4 variable displacement variant of the 368 engine, which was designed to deactivate some cylinders when full power was not needed, helping meet GM's government fuel economy ("CAFE") averages. It was a reduced bore version of the 1968 model-year 472, sharing that engine's stroke and also that of the model-year 1977–1979 425. The engine itself was extremely rugged and durable, but its complex electronics were the source of customer complaints.
Another engine was introduced for 1982. The 4.1 L HT-4100 was an in-house design that mated cast-iron heads to an aluminum block. Some HT-4100s were replaced under warranty.
From 1982 through 1985, Cadillac offered an 'Eldorado Touring Coupe', with heavier duty suspension, alloy wheels, blackwall tires, minimal exterior ornamentation and limited paint colors. These were marketed as 'driver's cars' and included bucket seats and a center console.
In 1984, Cadillac also introduced a convertible version of Eldorado Biarritz. It was 91 kg heavier featuring the same interior as other Biarritz versions. The model year of 1985 was the last year for the ASC, Inc., aftermarket conversion Eldorado convertible. Total sales set an all-time record of 77,806, accounting for about 26% of all Cadillacs sold.
Prior to the 'official' 1984 and 1985 Eldorado convertibles marketed by Cadillac, some 1979-83 Eldorados were made into coach convertibles by independent coachbuilders e.g. American Sunroof Corporation, Custom Coach (Lima, Ohio - this coachbuilder turned a few 1977 and 1978 Eldorados into convertibles), Hess & Eisenhardt. The same coachbuilders also converted the Oldsmobile Toronado and Buick Riviera into a ragtop.
Late in the 1985 model year, an optional 'Commemorative Edition' package was announced, in honor of the last year of production for this version of the Eldorado. Exclusive features included gold-tone script and tail-lamp emblems, specific sail panel badges, gold-background wheel center caps, and a "Commemorative Edition" badge on the steering wheel horn pad. Leather upholstery (available in Dark Blue or White, or a two-tone with Dark Blue and White) was included in the package, along with a Dark Blue dashboard and carpeting. Exterior colors were Cotillion White or Commodore Blue.
NINTH GENERATION (1986–1991)
The Eldorado was downsized again in 1986. In a fairly extreme makeover it lost about 16" in length and some 350 pounds in weight. Just like in previous generations, the Eldorado shared its chassis with the Oldsmobile Toronado and Buick Riviera, as well as Eldorado's four-door companion, the Cadillac Seville. However, the coupés from Buick and Oldsmobile both utilized Buick's 3.8 liter V6 engine, while Cadillac continued to use their exclusive 4.1 liter V8. The convertible bodystyle was ceded to the Cadillac Allanté roadster.
The $24,251 Eldorado was now the same size that GM's own compact cars had been only a few years earlier, and considerably smaller than Lincoln's competing Mark VII, and no similar offering from Chrysler as the Imperial coupe was discontinued in 1983. Its styling seemed uninspired and stubby, and in a final unfortunate flourish, for the first time the Eldorado abandoned its "hardtop" heritage and featured framed door glass. News reports later indicated that GM had been led astray by a consultant's prediction that gasoline would be at $3 per gallon in the U.S. by 1986, and that smaller luxury cars would be in demand. In fact, gasoline prices were less than half that. With a sales drop of 60%, seldom has any model experienced a more precipitous fall. Production was only about a fifth of what it had been just two years earlier.
Aside from a longer, 5 year/50,000 mile warranty, Eldorado received very few changes for 1987. A price drop, to $23,740, did not raise sales any, as only 17,775 were made this year (21,342 for 1986). The standard suspension, with new taller 75 series (previously 70) tires and hydro-elastic engine mounts, was slightly retuned for a softer ride, while the optional ($155) Touring Suspension, with deflected-disc strut valves and 15" alloy wheels, remained for those desiring a firmer ride. As part of a federal requirement to discourage "chop-shop" thieves, major body panels were etched with the VIN. Also new, a combination cashmere cloth with leather upholstery, and locking inertia seat belt reels for rear seat passengers, which allowed for child-seat installation in the outboard seating positions in back. The formal cabriolet roof was added this year. Available for $495 on the base Eldorado, it featured a padded covering over the rear half of the roof, and turned the rear side glass into smaller opera windows. One of Eldorado's most expensive singluar options was the Motorola cellular telephone mounted inside the locking center arm rest. Priced at $2,850, it had been reworked this year for easier operation, and featured a hidden microphone mounted between the sun visors for hands-free operation. Additionally, the telephone featured a clever radio mute control: activated when the telephone and radio were in use at the same time, it automatically decreased the rear speaker's audio volume, and over-rode the front music speakers to be used for the hands-free telephone. On an interesting note, the square marker lamp, located on the bumper extension molding just behind the rear wheel well on 1986 and '87 Eldorado models, would suddenly re-appear on the 1990 & '91 Seville (base models only) and Eldorado Touring Coupé.
1988 was met with an extensive restyle, and sales nearly doubled from the previous year, up to 33,210. While the wheelbase, doors, roof, and glass remained relatively unchanged, new body panels gave the 1988 model a more identifiable "Eldorado" appearance. Now available in just 17 exterior colors (previously 19), the new Eldorado was 3" longer than last year. Underneath the restyled hood was Cadillac's new 155 horsepower 4.5 liter V8. A comprehensive anti-lock braking system, developed by Teves, was newly available. Longer front fenders held "bladed" tips, and a new grille above the revamped front bumper. In back, new three-sided tail lamps - reminiscent of the 1987 Deville - appeared along with a new bumper and trunk lid. Bladed 14" aluminum wheels remained standard, while an optional 15" snowflake-pattern alloy wheel was included with the Touring Suspension option. The interior held wider front seat headrests and swing-away door pull handles (replacing the former door pull straps). New upholstery patterns, along with shoulder belts for outboard rear-seat passengers, appeared for both base and Biarritz models, with the latter bringing back the tufted-button design - last seen in the 1985 Eldorado Biarritz. A new vinyl roof option, covering the full roof top, featured a band of body color above the side door and windows - similar to the style used until 1978. This replaced the "cabriolet roof" option, which covered the rear half of the roof, introduced just a year earlier. With the Biarritz option package, the padded vinyl roof covered just the rear quarter of the roof top, behind the rear side windows. Biarritz also included slender vertical opera lamps, as in 1986 and '87, but now added a spear molding (similar to the style used on the 1976 - 1985 Eldorado Biarritz) that ran from the base of the roof top, continuing horizontally along the door, and down to the front fender tip. The standard power antenna was moved from the front passenger fender to the rear passenger fender. Pricing went up this year - to $24,891. This 1988 restyle would be the last, until the model was replaced by an all-new Eldorado for 1992.
TENTH GENERATION (1992–2002)
The 1992 Eldorado was all new, drawing both interior and exterior styling cues from the 1988 Cadillac Solitaire show car. It was significantly larger than its predecessor – approximately 11" longer, 3" wider, and substantially heavier. Window glass was once again frameless, and shortly after introduction Cadillac's new Northstar V8 became available in both 270 and 295 hp (220 kW) variants, replacing the 200 hp (150 kW) 4.9 L. Sales were up, though never again at record heights.
The Eldorado continued for the rest of the decade with incremental changes and tapering sales. A passenger side airbag was added as standard equipment in 1993. Styling was freshened in 1995, with updated bumpers front and rear, side cladding, and a new grille. In 1996, the interior received attention, with a new upholstery style, larger analog gauge cluster, relocated climate control system, updated stereo faces and standard daytime running lights. The ETC receives rain-sensing wipers called "Rainsense."
In 1997, the Integrated Chassis Control System was added. It involved microprocessor integration of engine, traction control, Stabilitrak electronic stability control, steering, and adaptive continuously variable road sensing suspension CVRSS, with the intent of improving responsiveness to driver input, performance, and overall safety. Similar to Toyota/Lexus Vehicle Dynamics Integrated Management VDIM.
In the wake of declining sales, circulating reports that the Eldorado would get a redesign for 1999 — similar to that which the Seville underwent for 1998 — would prove false as the car soldiered on largely unchanged into the new millennium, although it did get some upgrades from the 1999 Seville.
The car was sold under Cadillac ETC (Eldorado Touring Coupe) and ESC (Eldorado Sport Coupe) trim.
In 2001 GM announced that the Eldorado's 50th model year (2002) would be its last. To mark the end of the nameplate, a limited production run of 1,596 cars in red or white - the colors available on the original 1953 convertible - were produced in three batches of 532, signifying the Eldorado's first year of production. These last cars featured specially tuned exhaust notes imitating their forerunners from a half-century earlier, and a dash-mounted plaque indicating each car's sequence in production.
Production ended on April 22, 2002, with the Lansing Craft Centre retooled to build the Chevrolet SSR.
WIKIPEDIA
The Cadillac Eldorado is a personal luxury car that was manufactured and marketed by Cadillac from 1953 to 2002 over ten generations. Competitors and similar vehicles included the Lincoln Mark series, Buick Riviera, Oldsmobile Toronado and Chrysler's Imperial Coupe.
The Eldorado was at or near the top of the Cadillac line during early model years. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 were the most expensive models that Cadillac offered those years, and the Eldorado was never less than second in price after the Cadillac Series 75 until 1966. Eldorados carried the Fleetwood designation from 1965 through 1972.
NAME
The nameplate Eldorado is a contraction of two Spanish words that translate as "the gilded (i.e., golden) one" — and also refers to El Dorado, the mythical South American "Lost City of Gold" that fascinated Spanish explorers.
Chosen in an internal competition for a 1952 concept vehicle celebrating the company's golden anniversary, the name Eldorado was proposed by Mary-Ann Marini (née Zukosky), a secretary in Cadillac's merchandising department — and was subsequently adopted for a limited-edition convertible for model year 1953.
Palm Springs Life magazine incorrectly attributes the name to the Eldorado Country Club in Indian Wells, California, a favorite resort of General Motors executives in the Coachella Valley — though the resort opened in 1957, five years after Cadillac's own naming competition.
Cadillac began using the nameplates 'Eldorado Seville' and 'Eldorado Biarritz' to distinguish between the hardtop and convertible models (respectively) while both were offered, from 1956 through 1960 inclusively. The 'Seville' name was dropped when the hardtop was initially discontinued (1961), but the Biarritz name continued through 1964. Beginning 1965, the Eldorado became the 'Fleetwood Eldorado'. 'Biarritz' returned as an up level trim package for the Eldorado for 1977.
FIRST GENERATION (1953)
The Cadillac Series 62 Eldorado joined the Oldsmobile 98 Fiesta and Buick Roadmaster Skylark as top-of-the-line, limited-production specialty convertibles introduced in 1953 by General Motors to promote its design leadership. A special-bodied, low-production convertible (532 units in total), it was the production version of the 1952 El Dorado "Golden Anniversary" concept car. Along with borrowing bumper bullets (aka dagmars) from the 1951 GM Le Sabre show car, it featured a full assortment of deluxe accessories and introduced the wraparound windshield and a cut-down beltline to Cadillac standard production.
The expansive frontal glass and distinctive dip in the sheetmetal at the bottom of the side windows (featured on one or both of GM's other 1953 specialty convertibles) were especially beloved by General Motors' styling chief Harley Earl and subsequently widely copied by other marques. Available in four unique colors (Aztec red, Alpine white, azure blue and artisan ochre — the last is a yellow hue, although it was shown erroneously as black in the color folder issued on this rare model). Convertible tops were available in either black or white Orlon. AC was an option, as were wire wheels. The car carried no special badging other than a gold-colored "Eldorado" nameplate in the center of the dash. A hard tonneau cover, flush with the rear deck, hid the convertible top in the open car version.
Although technically a subseries of the Cadillac Series 62 based on the regular Series 62 convertible, sharing its engine, it was nearly twice as expensive at US$7,750. The 5,610 mm long, 2,030 mm wide vehicle came with such standard features as windshield washers, a signal seeking radio, power windows, and a heater. The Eldorado comprised only 5% of Cadillac's sales in 1953.
SECOND GENERATION (1954–1956)
In 1954, Eldorado lost its unique sheet metal and shared its basic body shell with standard Cadillacs. Distinguished now mainly by trim pieces, this allowed GM to lower the price and see a substantial increase in sales. The Eldorados had golden identifying crests centered directly behind the air-slot fenderbreaks and wide fluted beauty panels to decorate the lower rear bodysides. These panels were made of extruded aluminum and also appeared on a unique one of a kind Eldorado coupé built for the Reynolds Aluminum Corporation. Also included in the production Eldorado convertible were monogram plates on the doors, wire wheels, and custom interior trimmings with the Cadillac crest embossed on the seat bolsters. Two thousand one hundred and fifty Eldorados were sold, nearly four times as many as in 1953.
For 1955, the Eldorado's body gained its own rear end styling with high, slender, pointed tailfins. These contrasted with the rather thick, bulbous fins which were common at the time and were an example of the Eldorado once again pointing the way forward. The Eldorado sport convertible featured extras such as wide chrome body belt moldings and twin round taillights halfway up the fenders. Sales nearly doubled to 3,950.
For 1956, a two-door hardtop coupé version appeared, called the Eldorado Seville at which point the convertible was named the "Eldorado Biarritz". An Eldorado script finally appeared with fender crest on the car which was further distinguished by twin hood ornaments. An extra feature on the Eldorado convertible was a ribbed chrome saddle molding extending from the windshield to the rear window pillar along the beltline. With the addition of the Seville, sales rose yet again to 6,050 of which 2,150 were Sevilles. Eldorados accounted for nearly 4% of all Cadillacs sold.
THIRD GENERATION (1957-1960)
1957 saw the Eldorado (in both convertible and Seville hardtop bodystyles) with a revised rear-end design featuring a low, downswept fenderline capped by a pointed, in-board fin. The rear fenders were commonly referred to as "chipmunk cheeks". This concept was used for two years, but did not spawn any imitators. Series 62 Eldorados (as distinct from the Series 70 Eldorado Brougham) were further distinguished by the model name above a V-shaped rear deck ornament and on the front fenders. The rear fender and deck contour was trimmed with broad, sculptured stainless steel beauty panels. Also seen were "shark" style fins pointing towards the back of the cars. A three section built in front bumper was another exclusive trait of the Series 62 Eldorados, which came with a long list of standard features. Four specially-built 4-door hardtop Eldorado Sedan Sevilles were also built in 1957.
1957 was chiefly notable for the introduction of one of GM's most memorable designs, the Series 70 Eldorado Brougham. Announced in December 1956 and released around March 1957, the Eldorado Brougham was a hand-built, limited car derived from the Park Avenue and Orleans show cars of 1953-54. Designed by Ed Glowacke, it featured the first appearance of quad headlights and totally unique trim. The exterior ornamentation included wide, ribbed lower rear quarter beauty panels extending along the rocker sills and rectangularly sculptured side body "cove" highlighted with five horizontal windsplits on the rear doors. Tail styling treatments followed the Eldorado pattern. This four-door hardtop with rear-hinged rear doors was an ultra-luxury car that cost an astonishing $13,074 — twice the price of any other 1957 Eldorado and more than the Rolls-Royce Silver Cloud of the same year. It featured a stainless steel roof, self leveling air suspension, the first automatic two-position "memory" power seats, a dual four-barrel V-8, low-profile tires with thin white-walls, automatic trunk opener, cruise control, high-pressure cooling system, polarized sun visors, electric antenna, automatic-release parking brake, electric door locks, dual heating system, silver magnetized glovebox, drink tumblers, cigarette and tissue dispensers, lipstick and cologne, ladies' compact with powder puff, mirror and matching leather notebook, comb and mirror, Arpège atomizer with Lanvin perfume, automatic starter with restart function, Autronic Eye, drum-type electric clock, power windows, forged aluminum wheels and air conditioning. Buyers of Broughams had a choice of 44 full-leather interior and trim combinations and could select such items as Mouton, Karakul or lambskin carpeting.
There were serious difficulties with the air suspension, which proved troublesome in practice. Some owners found it cheaper to have it replaced with conventional coil springs.
The 1957 Eldorado Brougham joined the Sixty Special and the Series 75 as the only Cadillac models with Fleetwood bodies although Fleetwood script or crests did not appear anywhere on the exterior of the car, and so this would also mark the first time in 20 years that a Fleetwood-bodied car was paired with the Brougham name. The 1957-58 Eldorado Brougham also marked the return of the Cadillac Series 70, if only briefly. Only 400 Eldorado Broughams were sold in 1957.
An all-transistor signal-seeking car radio was produced by GM's Delco Radio and was first available for the 1957 Eldorado Brougham models, which was standard equipment and used 13 transistors in its circuitry.
For 1958, GM was promoting their fiftieth year of production, and introduced Anniversary models for each brand; Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet. The 1958 models shared a common appearance on the top models for each brand; Cadillac Eldorado Seville, Buick Roadmaster Riviera, Oldsmobile Holiday 88, Pontiac Bonneville Catalina, and the all-new Chevrolet Bel-Air Impala.
On 1958 2-door Eldorados, a V-shaped ornament and model identification script were mounted to the deck lid. Two-door Eldorados also had ten vertical chevron slashes ahead of the open rear wheel housings and crest medallions on the flank of the tailfins. Broad, sculptured beauty panels decorated the lower rear quarters on all Series 62 Eldorados and extended around the wheel opening to stretch along the body sills. All-new was a special-order Series 62 Eldorado Seville, of which only one was actually built.
The major changes to the Eldorado Brougham in 1958 were seen inside the car. The interior upper door panels were finished in leather instead of the metal finish used in 1957. New wheel covers also appeared. Forty-four trim combinations were available, along with 15 special monotone paint colors. A total of 304 Eldorado Broughams were sold in 1958. 1958 was the last year for the domestic production of the handbuilt Brougham at Cadillac's Detroit factory, as future manufacturing of the special bodies was transferred to Pininfarina of Turin, Italy.
The 1959 Cadillac is remembered for its huge sharp tailfins with dual bullet tail lights, two distinctive rooflines and roof pillar configurations, new jewel-like grille patterns and matching deck lid beauty panels. In 1959 the Series 62 became the Series 6200. De Villes and 2-door Eldorados were moved from the Series 62 to their own series, the Series 6300 and Series 6400 respectively, though they all, including the 4-door Eldorado Brougham (which was moved from the Series 70 to Series 6900), shared the same 3,302 mm wheelbase. New mechanical items were a "scientifically engineered" drainage system and new shock absorbers. All Eldorados were characterized by a three-deck, jeweled, rear grille insert, but other trim and equipment features varied. The Seville and Biarritz models had the Eldorado name spelled out behind the front wheel opening and featured broad, full-length body sill highlights that curved over the rear fender profile and back along the upper beltline region. Engine output was an even 345 hp (257 kW) from the 6.4 L engine. Standard equipment included power brakes, power steering, automatic transmission, back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six way power seats, heater, fog lamps, remote control deck lid, radio and antenna with rear speaker, power vent windows, air suspension, electric door locks and license frames. The Eldorado Brougham also came with Air conditioning, automatic headlight dimmer, acruise control standard over the Seville and Biarritz trim lines.
The 1960 Cadillacs had smoother, more restrained styling. General changes included a full-width grille, the elimination of pointed front bumper guards, increased restraint in the application of chrome trim, lower tailfins with oval shaped nacelles and front fender mounted directional indicator lamps. External variations on the Seville two-door hardtop and Biarritz convertible took the form of bright body sill highlights that extended across the lower edge of fender skirts and Eldorado lettering on the sides of the front fenders, just behind the headlamps. Standard equipment included power brakes, power steering, automatic transmission, dual back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six-way power seats, heater, fog lamps, Eldorado engine, remote control trunk lock, radio with antenna and rear speaker, power vent windows, air suspension, electric door locks, license frames, and five whitewall tires. Technical highlights were finned rear drums and an X-frame construction. Interiors were done in Chadwick cloth or optional Cambray cloth and leather combinations. The last Eldorado Seville was built in 1960.
A different Eldorado Brougham was sold for 1959 and 1960. These cars were not quite so extravagantly styled but were very unusual pieces in themselves. Priced at $13,075, they cost $1 more, each, than their older siblings. The company contracted out the assembly to Pininfarina of Italy, with whom the division has had a long-running relationship, and these Eldorados were essentially hand-built in Italy. Ironically only now did it acquire Fleetwood wheel discs and doorsill moldings, presumably because the design work and final touches were still being done by Fleetwood. Discreet, narrow taillights integrated into modest tailfins, and a squared-off rear roof line with rear ventiplanes caused the Italian-built Brougham to contrast sharply to the rounded roof lines, and especially the new "rocketship" taillights and flamboyant fins of the standard 1959 Cadillacs, which are a feature only of that year. A vertical crest medallion with Brougham script plate appeared on the front fenders and a single, thin molding ran from the front to rear along the mid-sides of the body. It did not sport Eldorado front fender letters or body sill headlights. A fin-like crest, or "skeg," ran from behind the front wheel opening to the rear of the car on the lower bodysides and there were special crest medallions on the trailing edge of the rear fenders. The Brougham's styling cues would prove to indicate where standard Cadillac styling would head from 1960 through the early-mid-1960s. The standard equipment list was pared down to match those of other Eldorados, plus Cruise Control, Autronic Eye, air conditioning and E-Z Eye glass. The Brougham build-quality was not nearly to the standard of the Detroit hand-built 1957–1958 models, and thus the 1959–1960 Broughams did not sell as well as their forebears. However, collector interest and values for these cars remain high. The Eldorado Brougham was moved to its own unique Series 6900 for its remaining two years.
The 1960 Cadillac Eldorado Biarritz 6467E is featured as Maurice Minnifield's vehicle in the 1990s television series Northern Exposure.
FOURTH GENERATION (1961–1964)
Cadillac was restyled and re-engineered for 1961. The Eldorado Biarritz convertible was technically reclassified as a subseries of the De Ville (Series 6300), a status it would keep through 1964. An Eldorado convertible would remain in the Cadillac line through 1966, but its differences from the rest of the line would be generally more modest. The new grille slanted back towards both the bumper and the hood lip, along the horizontal plan, and sat between dual headlamps. New forward slanting front pillars with non-wraparound windshield glass were seen. The Eldorado Biarritz featured front series designation scripts and a lower body "skeg" trimmed with a thin three quarter length spear molding running from behind the front wheel opening to the rear of the car. Standard equipment included power brakes, power steering, automatic transmission, dual back up lights, windshield washer, dual speed wipers, wheel discs, plain fender skirts, outside rearview mirror, vanity mirror, oil filter, power windows, 6-way power bench seat or bucket seats, power vent windows, whitewall tires, and remote control trunk lock. Rubberized front and rear coil springs replaced the trouble prone air suspension system. Four-barrel induction systems were now the sole power choice and dual exhaust were no longer available. With the Seville and Brougham gone sales fell to 1,450.
A mild face lift characterized Cadillac styling trends for 1962. A flatter grille with a thicker horizontal center bar and more delicate cross-hatched insert appeared. Ribbed chrome trim panel, seen ahead of the front wheel housings in 1961, were now replaced with cornering lamps and front fender model and series identification badges were eliminated. More massive front bumper end pieces appeared and housed rectangular parking lamps. At the rear tail lamps were now housed in vertical nacelles designed with an angled peak at the center. A vertically ribbed rear beauty panel appeared on the deck lid latch panel. Cadillac script also appeared on the lower left side of the radiator grille. Standard equipment included all of last year’s equipment plus remote controlled outside rearview mirror, heater and defroster and front cornering lamps. Cadillac refined the ride and quietness, with more insulation in the floor and behind the firewall.
In 1963 Eldorado Biarritz joined the Cadillac Sixty Special and the Cadillac Series 75 as the only Cadillac models with Fleetwood bodies and immediately acquired Fleetwood crests on its rear quarters[26] and Fleetwood rocker panel moldings. The 1963 Eldorado was also the first Fleetwood bodied convertible since the Cadillac Series 75 stopped offering four- and two-door convertible body styles and production of the Cadillac Series 90 (V16) ceased in 1941. In overall terms the 1963 Cadillac was essentially the same as the previous year. Exterior changes imparted a bolder and longer look. Hoods and deck lids were redesigned. The front fenders projected 4.625 inches further forward than in 1962 while the tailfins were trimmed down somewhat to provide a lower profile. Body side sculpturing was entirely eliminated. The slightly V-shaped radiator grille was taller and now incorporated outer extensions that swept below the flush-fender dual headlamps. Smaller circular front parking lamps were mounted in those extensions. The Eldorado also had a rectangular grid pattern rear decorative grille. A total of 143 options including bucket seats with wool, leather or nylon upholstery fabrics and wood veneer facings on dash, doors and seatbacks, set an all-time record for interior appointment choices. Standard equipment was the same as the previous year. The engine was entirely changed, though the displacement and output remained the same, 6.4 l and 325 hp (242 kW).
It was time for another facelift in 1964 and really a minor one. The main visual cue indicating an Eldorado Biarritz was simply the lack of fender skirts. New up front was a bi-angular grille that formed a V-shape along both its vertical and horizontal planes. The main horizontal grille bar was now carried around the body sides. Outer grille extension panels again housed the parking and cornering lamps. It was the 17th consecutive year for the Cadillac tailfins with a new fine-blade design carrying on the tradition. Performance improvements including a larger V8 engine were the dominant changes for the model run. Equipment features were same as in 1963 for the most part. Comfort Control, a completely automatic heating and air conditioning system controlled by a dial thermostat on the instrument panel, was introduced as an industry first. The engine was bumped to 7 l, with 340 hp (253.5 kW) available. Performance gains from the new engine showed best in the lower range, at 30 to 80 km/h traffic driving speeds. A new technical feature was the Turbo-Hydramatic transmission, also used in the De Ville and the Sixty Special.
FITH GENERATION (1965–1966)
The Eldorado became a Fleetwood sub-series in 1965, although there was strictly speaking no separate Fleetwood series at this time. It was consequently marketed as the Cadillac Fleetwood Eldorado, in a similar fashion to the Cadillac Fleetwood Series 75 and the Cadillac Fleetwood Sixty Special. The Biarritz nomenclature was finally dropped from sales literature, probably because there was no need to distinguish the convertible from the long absent Seville and Brougham. This was the last generation to be installed with rear wheel drive.
In 1966 changes included a somewhat coarser mesh for the radiator grille insert, which was now divided by a thick, bright metal horizontal center bar housing rectangular parking lamps at the outer ends. Separate rectangular side marker lamps replaced the integral grille extension designs. There was generally less chrome on all Cadillac models this year. Cadillac crests and V-shaped moldings, front and rear, were identifiers. Cadillac "firsts" this season included variable ratio steering and optional front seats with carbon cloth heating pads built into the cushions and seatbacks. Comfort and convenience innovations were headrests, reclining seats and an AM/FM stereo system. Automatic level control was available. Engineering improvements made to the perimeter frame increased ride and handling ease. Newly designed piston and oil rings and a new engine mounting system and patented quiet exhaust were used.
SIXTH GENERATION (1967–1970)
The Eldorado was radically redesigned in 1967 to capitalize on the burgeoning era's personal luxury car market. Promoted as a "personal" Cadillac, it shared the E-body with the second-generation Buick Riviera and the Oldsmobile Toronado, which had been introduced the previous year. To enhance its distinctiveness, Cadillac adopted the Toronado's front-wheel drive Unified Powerplant Package, adapted to a standard Cadillac 429 V8 coupled to a Turbo-Hydramatic 425 automatic transmission. Based on the Turbo-Hydramatic 400, the THM425 placed the torque converter next to the planetary gearbox, which it drove through a metal, motorcycle-style roller chain. Disc brakes were optional, and new standard safety equipment included an energy absorbing steering column and generously padded instrument panel. The Unified Powerplant Package was later shared with the GMC Motorhome starting in 1972.
The new Eldorado was a great departure from the previous generation, which had become little more than a dressed-up version of Cadillac's De Ville. Its crisp styling, initiated by GM styling chief Bill Mitchell, was distinctive and unique, more angular than the streamlined Riviera and Toronado. This was the only production Cadillac to be equipped with concealed headlights behind vacuum operated doors.
Performance was 0–60 mph (0–96 km/h) in less than nine seconds and a top speed of 120 mph (192 km/h). Roadability and handling were highly praised by contemporary reviews, and sales were excellent despite high list prices. Its sales of 17,930 units, nearly three times the previous Eldorado high, helped give Cadillac its best year ever.
In 1968, the Eldorado received Cadillac's new 375 hp (280 kW) (SAE gross) 7.7 L V8, and disc brakes became standard. Only slight exterior changes were made to comply with new federal safety legislation. Sales set another record at 24,528, with Eldorados accounting for nearly 11% of all Cadillacs sold.
In 1969 hidden headlamps were eliminated, and a halo vinyl roof was available as an option, joined later in the model year by a power sunroof.
In 1970 the Eldorado introduced the new 8.2 L V8 engine, the largest-ever production V8, rated SAE gross 400 hp (298 kW) and 550 lb·ft (746 N·m), which would remain exclusive until it became standard on all full size Cadillacs in the 1975 model year.
SEVENTH GENERATION (1971–1978)
The Eldorado underwent a substantial redesign in 1971, growing two inches in length but six in wheelbase. The result was a rounder, much heavier looking automobile, made even more rotund by the return of standard fender skirts. While Eldorado door glass remained frameless, the hardtop rear quarter windows were deleted, replaced by a fixed "opera window" in the widened "C" pillar. A convertible model rejoined the line-up. This 126.3-inch (3,210 mm) wheelbase version Eldorado would run through 1978, receiving facelifts in 1973 and 1975. Sales in 1971 set a new record at 27,368.
In 1972 sales rose to 40,074.
Performance was not competitive with contemporary premium personal luxury cars. However, none but the Lincoln were 6 passenger vehicles.
In 1973 the Eldorado was removed from the Fleetwood series and reestablished as its own series. The '73 models received a facelift featuring new front and rear bumpers, egg-crate grille, decklid, rear fenders and taillamps.
The Cadillac Eldorado was chosen as the pace car for the Indy 500 in 1973. Cadillac produced 566 of these special pace car convertibles. Thirty-three were used at the track during the race week, with the remainder distributed to U.S. Cadillac dealers one per dealership. Total sales soared to 51,451, over a sixth of all Cadillac sales.
1974 models featured a redesigned rear bumper, to meet the new 5 mile impact federal design regulation. Styling changes include horizontal taillamps, and a fine mesh grille. Inside, there was a new, redesigned instrument panel, marketed in sales literature as "space age" and shared with all 1974 Cadillacs.
For 1975, the Eldorado was given rectangular headlamps, full rear wheel openings sans fender skirts and crisper lines which resulted in a much sleeker appearance reminiscent of the 1967-70 models.
In 1976 GM heavily promoted the Eldorado convertibles as "the last American convertible". Some 14,000 would be sold, many purchased as investments. The final 200 were designated as "Bicentennial Edition" commemorating America's 200th birthday. These cars were white with a dual-color red/blue pinstripe along the upper bodyside. When GM reintroduced Eldorado convertibles for the 1984 model year, owners of 1976 Eldorados felt they had been deceived and launched an unsuccessful class action lawsuit.
In 1977 the Eldorado received a new grille with a finer crosshatch pattern. The convertible was dropped (although Custom Coach of Lima, Ohio converted a few new 1977 and 1978s Eldorados into coach convertibles using salvaged parts from earlier models). The 8.2L V8 of 1970-76 gave way to a new 7L V8 with 180 bhp (134 kW). For the first time in 1977 all GM E-body cars were front-wheel drive, as the Riviera underwent a two-year hiatus before joining them in 1979.
A new grille was the only major change in 1978. The Eldorado was totally redisigned for 1979.
ELDORADO BIARRITZ
Unlike the Cadillac Sixty Special and De Ville, Eldorado did not have a unique luxury package to provide it with a title change (such as the "d'Elegance" package). This was rectified in mid-year 1976 with the Biarritz package. A unique trim feature of Biarritz, a name that had not been used since the 1964 model year (although the Eldorado was Fleetwood bodied from the 1963 model year on, the Fleetwood designation was only applied to all Eldorados produced from the 1965 through 1972 model years) was a brushed stainless steel roof covering the front passenger compartment for model years 1979-1985. This was a styling cue reminiscent of the 1957/58 Eldorado Brougham. The rear half of the roof was covered with a heavily padded landau vinyl top accented with large "opera" lights. The interior featured "pillowed"-style, "tufted" velour or leather seating, with contrasting piping, along with an array of other options available.
The 1978 Biarritz option packages consisted of the Eldorado Custom Biarritz ($1,865.00); w/Astroroof ($2,946.00); w/Sunroof ($2,746.00) and Eldorado Custom Biarritz Classic ($2,466.00); w/Astroroof ($3,547.00); w/Sunroof ($3,347.00).
For the 1978 Eldorado model year only, 2,000 Eldorado Custom Biarritz Classics were produced in Two-Tone Arizona Beige/Demitasse Brown consisting of 1,499 with no Astroroofs or no Sunroofs; 475 with Astroroofs; 25 with Sunroofs and one (1) was produced with a Power Sliding T-Top. Only nine of the latter are known to have been retrofitted by the American Sunroof Company under the direction of General Motors' Cadillac Motor Division.
The Biarritz option stayed with the Eldorado through the 1991 model year. Some of the original styling cues vanished after the 1985 model year, such as the brushed stainless steel roofing and the interior seating designs, but the Biarritz remained unique just the same.
EIGHTH GENERATION (1979–1985)
A new, trimmer Eldorado was introduced for 1979, for the first time sharing its chassis with both the Buick Riviera and Oldsmobile Toronado. Smaller, more fuel efficient 350 and 368 in³ (5.7 and 6.0 L) V8's replaced the 500 and 425 in³ (8.2 and 7.0 L) engines. A diesel 350 was available as an option.
In 1980, the gas 350 was replaced with the 368 except in California, where the Oldsmobile 350 was used. In both the 1980 Seville and Eldorado (which shared frames) the 368s came with DEFI (later known as throttle body injection when it was later used with other GM corporate engines), whereas in the larger RWD Cadillacs it came only with a 4-barrel Quadrajet carburetor. Independent rear suspension was adopted, helping retain rear-seat and trunk room in the smaller body. The most notable styling touch was an extreme notchback roofline. The Eldorado Biarritz model resurrected the stainless-steel roof concept from the first Brougham. The Eldorado featured frameless door glass, and the rear quarter windows re-appeared as they did before 1971, without a thick "B" pillar. The cars were not true hardtops, as the rear quarter windows were fixed. Sales set a new record at 67,436.[citation needed]
For 1981, Cadillac offered the V8-6-4 variable displacement variant of the 368 engine, which was designed to deactivate some cylinders when full power was not needed, helping meet GM's government fuel economy ("CAFE") averages. It was a reduced bore version of the 1968 model-year 472, sharing that engine's stroke and also that of the model-year 1977–1979 425. The engine itself was extremely rugged and durable, but its complex electronics were the source of customer complaints.
Another engine was introduced for 1982. The 4.1 L HT-4100 was an in-house design that mated cast-iron heads to an aluminum block. Some HT-4100s were replaced under warranty.
From 1982 through 1985, Cadillac offered an 'Eldorado Touring Coupe', with heavier duty suspension, alloy wheels, blackwall tires, minimal exterior ornamentation and limited paint colors. These were marketed as 'driver's cars' and included bucket seats and a center console.
In 1984, Cadillac also introduced a convertible version of Eldorado Biarritz. It was 91 kg heavier featuring the same interior as other Biarritz versions. The model year of 1985 was the last year for the ASC, Inc., aftermarket conversion Eldorado convertible. Total sales set an all-time record of 77,806, accounting for about 26% of all Cadillacs sold.
Prior to the 'official' 1984 and 1985 Eldorado convertibles marketed by Cadillac, some 1979-83 Eldorados were made into coach convertibles by independent coachbuilders e.g. American Sunroof Corporation, Custom Coach (Lima, Ohio - this coachbuilder turned a few 1977 and 1978 Eldorados into convertibles), Hess & Eisenhardt. The same coachbuilders also converted the Oldsmobile Toronado and Buick Riviera into a ragtop.
Late in the 1985 model year, an optional 'Commemorative Edition' package was announced, in honor of the last year of production for this version of the Eldorado. Exclusive features included gold-tone script and tail-lamp emblems, specific sail panel badges, gold-background wheel center caps, and a "Commemorative Edition" badge on the steering wheel horn pad. Leather upholstery (available in Dark Blue or White, or a two-tone with Dark Blue and White) was included in the package, along with a Dark Blue dashboard and carpeting. Exterior colors were Cotillion White or Commodore Blue.
NINTH GENERATION (1986–1991)
The Eldorado was downsized again in 1986. In a fairly extreme makeover it lost about 16" in length and some 350 pounds in weight. Just like in previous generations, the Eldorado shared its chassis with the Oldsmobile Toronado and Buick Riviera, as well as Eldorado's four-door companion, the Cadillac Seville. However, the coupés from Buick and Oldsmobile both utilized Buick's 3.8 liter V6 engine, while Cadillac continued to use their exclusive 4.1 liter V8. The convertible bodystyle was ceded to the Cadillac Allanté roadster.
The $24,251 Eldorado was now the same size that GM's own compact cars had been only a few years earlier, and considerably smaller than Lincoln's competing Mark VII, and no similar offering from Chrysler as the Imperial coupe was discontinued in 1983. Its styling seemed uninspired and stubby, and in a final unfortunate flourish, for the first time the Eldorado abandoned its "hardtop" heritage and featured framed door glass. News reports later indicated that GM had been led astray by a consultant's prediction that gasoline would be at $3 per gallon in the U.S. by 1986, and that smaller luxury cars would be in demand. In fact, gasoline prices were less than half that. With a sales drop of 60%, seldom has any model experienced a more precipitous fall. Production was only about a fifth of what it had been just two years earlier.
Aside from a longer, 5 year/50,000 mile warranty, Eldorado received very few changes for 1987. A price drop, to $23,740, did not raise sales any, as only 17,775 were made this year (21,342 for 1986). The standard suspension, with new taller 75 series (previously 70) tires and hydro-elastic engine mounts, was slightly retuned for a softer ride, while the optional ($155) Touring Suspension, with deflected-disc strut valves and 15" alloy wheels, remained for those desiring a firmer ride. As part of a federal requirement to discourage "chop-shop" thieves, major body panels were etched with the VIN. Also new, a combination cashmere cloth with leather upholstery, and locking inertia seat belt reels for rear seat passengers, which allowed for child-seat installation in the outboard seating positions in back. The formal cabriolet roof was added this year. Available for $495 on the base Eldorado, it featured a padded covering over the rear half of the roof, and turned the rear side glass into smaller opera windows. One of Eldorado's most expensive singluar options was the Motorola cellular telephone mounted inside the locking center arm rest. Priced at $2,850, it had been reworked this year for easier operation, and featured a hidden microphone mounted between the sun visors for hands-free operation. Additionally, the telephone featured a clever radio mute control: activated when the telephone and radio were in use at the same time, it automatically decreased the rear speaker's audio volume, and over-rode the front music speakers to be used for the hands-free telephone. On an interesting note, the square marker lamp, located on the bumper extension molding just behind the rear wheel well on 1986 and '87 Eldorado models, would suddenly re-appear on the 1990 & '91 Seville (base models only) and Eldorado Touring Coupé.
1988 was met with an extensive restyle, and sales nearly doubled from the previous year, up to 33,210. While the wheelbase, doors, roof, and glass remained relatively unchanged, new body panels gave the 1988 model a more identifiable "Eldorado" appearance. Now available in just 17 exterior colors (previously 19), the new Eldorado was 3" longer than last year. Underneath the restyled hood was Cadillac's new 155 horsepower 4.5 liter V8. A comprehensive anti-lock braking system, developed by Teves, was newly available. Longer front fenders held "bladed" tips, and a new grille above the revamped front bumper. In back, new three-sided tail lamps - reminiscent of the 1987 Deville - appeared along with a new bumper and trunk lid. Bladed 14" aluminum wheels remained standard, while an optional 15" snowflake-pattern alloy wheel was included with the Touring Suspension option. The interior held wider front seat headrests and swing-away door pull handles (replacing the former door pull straps). New upholstery patterns, along with shoulder belts for outboard rear-seat passengers, appeared for both base and Biarritz models, with the latter bringing back the tufted-button design - last seen in the 1985 Eldorado Biarritz. A new vinyl roof option, covering the full roof top, featured a band of body color above the side door and windows - similar to the style used until 1978. This replaced the "cabriolet roof" option, which covered the rear half of the roof, introduced just a year earlier. With the Biarritz option package, the padded vinyl roof covered just the rear quarter of the roof top, behind the rear side windows. Biarritz also included slender vertical opera lamps, as in 1986 and '87, but now added a spear molding (similar to the style used on the 1976 - 1985 Eldorado Biarritz) that ran from the base of the roof top, continuing horizontally along the door, and down to the front fender tip. The standard power antenna was moved from the front passenger fender to the rear passenger fender. Pricing went up this year - to $24,891. This 1988 restyle would be the last, until the model was replaced by an all-new Eldorado for 1992.
TENTH GENERATION (1992–2002)
The 1992 Eldorado was all new, drawing both interior and exterior styling cues from the 1988 Cadillac Solitaire show car. It was significantly larger than its predecessor – approximately 11" longer, 3" wider, and substantially heavier. Window glass was once again frameless, and shortly after introduction Cadillac's new Northstar V8 became available in both 270 and 295 hp (220 kW) variants, replacing the 200 hp (150 kW) 4.9 L. Sales were up, though never again at record heights.
The Eldorado continued for the rest of the decade with incremental changes and tapering sales. A passenger side airbag was added as standard equipment in 1993. Styling was freshened in 1995, with updated bumpers front and rear, side cladding, and a new grille. In 1996, the interior received attention, with a new upholstery style, larger analog gauge cluster, relocated climate control system, updated stereo faces and standard daytime running lights. The ETC receives rain-sensing wipers called "Rainsense."
In 1997, the Integrated Chassis Control System was added. It involved microprocessor integration of engine, traction control, Stabilitrak electronic stability control, steering, and adaptive continuously variable road sensing suspension CVRSS, with the intent of improving responsiveness to driver input, performance, and overall safety. Similar to Toyota/Lexus Vehicle Dynamics Integrated Management VDIM.
In the wake of declining sales, circulating reports that the Eldorado would get a redesign for 1999 — similar to that which the Seville underwent for 1998 — would prove false as the car soldiered on largely unchanged into the new millennium, although it did get some upgrades from the 1999 Seville.
The car was sold under Cadillac ETC (Eldorado Touring Coupe) and ESC (Eldorado Sport Coupe) trim.
In 2001 GM announced that the Eldorado's 50th model year (2002) would be its last. To mark the end of the nameplate, a limited production run of 1,596 cars in red or white - the colors available on the original 1953 convertible - were produced in three batches of 532, signifying the Eldorado's first year of production. These last cars featured specially tuned exhaust notes imitating their forerunners from a half-century earlier, and a dash-mounted plaque indicating each car's sequence in production.
Production ended on April 22, 2002, with the Lansing Craft Centre retooled to build the Chevrolet SSR.
WIKIPEDIA
Mangosuthu Buthelezi - Prince Mangosuthu Gatsha Buthelezi (27 August 1928 – 9 September 2023) was a South African politician and Zulu prince who served as the traditional prime minister to the Zulu royal family from 1954 until his death in 2023. He was appointed to this post by King Bhekuzulu, the son of King Solomon kaDinuzulu (a brother to Buthelezi's mother Princess Magogo kaDinuzulu).
Buthelezi was chief minister of the KwaZulu bantustan during apartheid and founded the Inkatha Freedom Party (IFP) in 1975, leading it until 2019, and became its president emeritus soon after that. He was a political leader during Nelson Mandela's incarceration (1964–1990) and continued to be so in the post-apartheid era, when he was appointed by Mandela as Minister of Home Affairs, serving from 1994 to 2004.
Buthelezi was one of the most prominent black politicians of the apartheid era. He was the sole political leader of the KwaZulu government, entering when it was still the native reserve of Zululand in 1970 and remaining in office until it was abolished in 1994. Critics described his administration as a de facto one-party state, intolerant of political opposition and dominated by Inkatha (now the IFP), Buthelezi's political movement.
In parallel to his mainstream political career, Buthelezi held the Inkosiship of the Buthelezi clan, being the son of Inkosi Mathole Buthelezi, and was traditional prime minister to three successive Zulu kings, beginning with King Cyprian Bhekuzulu in 1954. He was himself born into the Zulu royal family; his maternal grandfather was King Dinuzulu who was a son of King Cetshwayo and whom Buthelezi played in the 1964 film called Zulu. While leader of KwaZulu, Buthelezi both strengthened and appropriated the public profile of the monarchy, reviving it as a symbol of Zulu nationalism. Bolstered by royal support, state resources, and Buthelezi's personal popularity, Inkatha became one of the largest political organizations in the country.
During the same period, Buthelezi publicly opposed apartheid and often took a patently obstructive stance toward the apartheid government. He lobbied consistently for the release of Nelson Mandela and staunchly refused to accept the nominal independence which the government offered to KwaZulu, correctly judging that it was a superficial independence. However, Buthelezi was derided in some quarters for participating in the bantustan system, a central pillar of apartheid, and for his moderate stance on such issues as free markets, armed struggle, and international sanctions. He became a bête noire of young activists in the Black Consciousness Movement and was repudiated by many in the African National Congress (ANC). A former ANC Youth League member, Buthelezi had aligned himself and Inkatha with the ANC in the 1970s, but in the 1980s their relationship became increasingly acrimonious. It emerged in the 1990s that Buthelezi had accepted money and military assistance from the apartheid regime for Inkatha, which stoked the political violence in KwaZulu and Natal in the 1980s and 1990s.
Buthelezi also played a complicated role during the negotiations to end apartheid, for which he helped set the framework as early as 1974 with the Mahlabatini Declaration of Faith. During the Congress for a Democratic South Africa, the IFP under Buthelezi lobbied for a federal system in South Africa with strong guarantees for regional autonomy and the status of Zulu traditional leaders. This proposal did not take hold and Buthelezi became aggrieved by what he perceived as the growing marginalisation both of the IFP and of himself personally, as negotiations were increasingly dominated by the ANC, and the white National Party government. He established the Concerned South Africans Group with other conservatives, withdrew from the negotiations, and launched a boycott of the 1994 general election, South Africa's first under universal suffrage. However, despite fears that Buthelezi would upend the peaceful transition entirely, Buthelezi and the IFP relented soon before the election, and not only participated, but also joined the Government of National Unity formed afterwards by newly elected President Mandela. Buthelezi served as Minister of Home Affairs under Mandela and under his successor, Thabo Mbeki, despite near-continuous tensions between the IFP and the governing ANC.
In subsequent years, the IFP struggled to expand its popular base beyond the new province of KwaZulu-Natal, which had absorbed KwaZulu in 1994. As the party's electoral fortunes declined, Buthelezi survived attempts by rivals within the party to unseat him. He remained the IFP's president until the party's 35th National General Conference in August 2019, when he declined to seek re-election and was succeeded by Velenkosini Hlabisa. In the 2019 general election, he was elected to a sixth consecutive term as a Member of Parliament (MP) for the IFP. He was the oldest MP in his country at the time of his death in 2023.
Buthelezi's role during the final decades of apartheid is controversial, and the Truth and Reconciliation Commission found that the IFP under Buthelezi's leadership "was the primary non-state perpetrator" of violence during the apartheid era and named him as "a major perpetrator of violence and human rights abuses"
LINK to video - Watch | Documentary | Remembering Mangosuthu Buthelezi 1/3 - www.youtube.com/watch?v=Z9DTNL7l9PA
LINK to video - Watch | Documentary | Remembering Mangosuthu Buthelezi 2/3 - www.youtube.com/watch?v=zDXv76-av5I
LINIK to video - Watch | Documentary | Remembering Mangosuthu Buthelezi 3/3 - www.youtube.com/watch?v=qXWUt9mDZSs&t=24s
The Nikon EII offers a wide angle view and more up to date coatings over original E series.
Other changes include slightly sloping prism covers and a rubber focus wheel.
Comparing the E and EII side by side both binoculars have fantastically sharp central field, but colour rendition and brightness is better in the EII binocular. The original E does control CA slightly better than the EII although this may be a result of the brighter image.
Comparing this model to the 8x32 SE colour is identical as are the coatings, the SE does have a very slightly brighter view, but also a narrower one. The Se also has more CA than the EII.
I could not ask for a better performing instrument it has it all. Bright pin sharp and wide field.
Although at a push the SE is slightly brighter, it lacks the wide field I love in a binocular.
In 1930, no less than 82 airlines—most of them with one or two aircraft—consolidated into American Airways, mainly to profit from the lucrative mail contracts then being offered by the US government. This consolidation gave American Airways one of the largest American route networks, rivaled only by Pan American. Though most of its profit came from mail carrying, American included passenger service as well, operating huge Curtiss Condors, one of the first airliners to include sleeping berths and stewardesses.
In 1934, American Airways was bought by car producer Errett Cord, who renamed it American Airlines; as Cord was concentrating on his automotive business, he hired Texas businessman Cyrus R. Smith to run American. C.R. Smith, as he was better known, would become one of the most influential men in the history of American aviation, alongside Howard Hughes of Trans World Airlines and Juan Trippe of Pan American.
Smith saw a great deal of potential in American Airlines, but did not like the Curtiss Condor. Smith desired an aircraft capable of comfortably flying 14-20 people from New York to Los Angeles with a minimum of stops. To facilitate this, he contracted with Douglas Aircraft to develop the Douglas Sleeper Transport, which would eventually become the DC-3. American Airlines would be the first to operate what would become the most widely-produced and longest-lasting airliner in history. The DC-3 allowed American to operate a daily service between New York and Los Angeles; to further facilitate flights, Smith partnered with New York mayor Fiorello LaGuardia to have a new airport built, which would eventually become LaGuardia International Airport.
World War II saw American’s fleet of DC-3s federalized for US Army Air Force use, and its pilots incorporated into the Air Ferrying Service; C.R. Smith joined the USAAF and became the head of the AFS. This would prove helpful to the company as well, as its pilots gained experience flying globally. At war’s end, American embarked on an aggressive expansion of its routes and bought new equipment—and when it could not buy new equipment, it sponsored the creation of new airliners. To replace the DC-3, the airline helped fund the development of the Convair CV-240, the first American postwar airliner; the Douglas DC-7 was developed from the DC-6 to provide American with an aircraft capable of nonstop transcontinental service and one-stop Pacific service. American Airlines was now competing with the other “big three” airlines of the United States—Pan American, TWA, and United—but by 1950, was the second largest airline in the world, second only to Aeroflot of the Soviet Union.
To keep its innovative edge, American kept partnering with aviation companies. To replace the DC-6 on domestic routes, the airline was involved in the development of the Lockheed L-188 Electra turboprop in 1959; earlier in the 1950s, American had attempted to acquire deHavilland Comet 1s, but after several Comets were lost in crashes, the airline switched its orders to the Boeing 707. Though Pan American was the first to introduce the 707 on transatlantic routes, American was the first to use it in nonstop jet service from New York to Los Angeles, marketing it as the “Astrojet” and beating its main domestic competitor, United, to the punch. In 1962, it added a third new airliner, the Convair CV-990 Coronado, then the fastest airliner in the world. It also became the first airline to use an electronic booking system in the same year.
By 1970 American was in an excellent position. It was staying in competition with Pan American and TWA internationally and United domestically, and its acquisition of Trans-Caribbean Airways gave it unmatched access to the South American market (a position American retains today). It added wide-body airliners in the form of the Boeing 747 in 1970, while it was the launch customer of the McDonnell Douglas DC-10 in 1974. The latter provided the only hiccup in American’s continued expansion: the crash of Flight 191 at Chicago in May 1979, which remains the deadliest crash in American aviation history, led to the grounding of the DC-10 and an investigation into poor maintenance practices on the aircraft by American.
American adopted the modern hub/spoke system in 1981, mainly from Chicago-O’Hare and Dallas-Fort Worth, where the airline had moved its headquarters in 1979. It later expanded regional hubs to San Jose, California (after acquiring AirCal in 1987); Nashville, Tennesee; and Raleigh-Durham, though San Jose and Raleigh were later sold to other, smaller airlines. A commuter service, American Eagle, was founded in 1984. In 1990, it increased its hold on the South American market by purchasing Eastern Airlines’ route network in the region. In the same year, American took advantage of TWA’s troubles to acquire its landing rights at London-Heathrow, becoming one of only two US air carriers allowed to fly there (United being the other) until 2008. Eventually, in early 2001, American bought out TWA entirely.
The 1990s had seen American Airlines slow down some, partially because of overreach in too many unprofitable routes and an aging fleet of aircraft. The terrorist attacks on September 11, 2001 hurt the airline more—not just because of the post-attack downturn, but also the loss of two American aircraft, their crews, and their passengers on 9/11 itself. Further tragedy struck American only weeks later when Flight 587, an Airbus A300, crashed after takeoff from Kennedy International, killing over 360 people. Labor troubles and problems with the MD-80 fleet inherited from TWA caused further problems: though American was never in danger of bankruptcy, it was forced to curtail a number of domestic and international flights and close its maintenance facility in Kansas City, Missouri.
This temporarily halted American’s troubles, but high operating costs, the 2008 recession, and an aging pilot workforce finally led the iconic carrier to file for bankruptcy in 2011. Almost a hundred aircraft were grounded and some flights were curtailed. To avoid a shutdown of the airline, American began to explore possibilities of a merger with another airline, and in 2013, was able to successfully merge with US Airways, though the latter airline will continue operations for some years to come. This allowed American to emerge from bankruptcy.
Today, American Airlines is the largest airline in the world, thanks to the US Airways merger. Plans are to standardize the over 600 aircraft in the American fleet to the Airbus A320, late model Boeing 737s, Boeing 777s, and Boeing 787 Dreamliners, for which American placed the largest purchase order in American aviation history.
This 727 model shows American's classic bare metal livery. The real N1902 was ordered by the airline in 1966, and flew with American until it was sold to Frontier in 1984. It was converted to a freighter in 1985 by Flying Tiger, and flew with several cargo airlines until it was withdrawn from service in 2005. It was likely scrapped at the former Clark AFB in the Philippines sometime after that.
Tim Van Laere Gallery is pleased to present Let’s Go! a group exhibition presenting works by Bram Demunter, Jean Dubuffet, Kati Heck, Leiko Ikemura, Stanislava Kovalcikova, Friedrich Kunath, Jonathan Meese, Albert Oehlen, Tobias Pils, Tal R, Ben Sledsens, Ettore Spaletti, Dennis Tyfus, Rinus Van de Velde, Inès Van den Kieboom, Henk Visch, and Franz West.
While solo exhibitions allow you to fully enter the world of one artist and give you a glimpse of what the world looks like according to that artist, a group show offers different windows and pathways to various points of view and ways of seeing. It’s for this reason group shows are a vital part of the gallery’s program. By combining works from different artists in all kinds of media, the inner dialogue between the artist and his/her work is brought to a larger table, where its meaning gets challenged and debated by the surrounding works. It makes for an open dialogue where universal truths rise to the front and are brought to the surface of each one of the works presented in the exhibition space. The decision of the gallery to curate the show not only with contemporary artists but to also include modern artists, testifies to the determination the gallery has to pave new pathways to foster new dialogues and share these dialogues with the public. Choosing to curate group shows with cross-pollination in media, genres, and generations, can create new ways in art and expand the existing dialogue of the works which inspires new styles, and different ways of creating and rethinking our ways of seeing.
On the one hand, the title of the show, Let’s Go!, reflects on the gallery’s belief in art and its strength to overcome almost everything. It’s a phrase that leaves no room for doubt and proclaims its strong faith in art to the public, inviting them to join the party. On the other hand, the phrase also refers to the process of the artist. Each one of these artists knows how to surrender to their work. They have allowed art to fully consume their life and take a vital part in their existence. They allow the work to speak for itself. Therefore the gallery chose to respect this inner attitude of the works and place them in dialogue as such. They don’t need a thematic alibi to start up new conversations, they just need to be presented as intended by the artist to enter the public’s consciousness.
Tim Van Laere Gallery presenteert Let's Go! een groepstentoonstelling met werk van Bram Demunter, Jean Dubuffet, Kati Heck, Leiko Ikemura, Stanislava Kovalcikova, Friedrich Kunath, Jonathan Meese, Albert Oehlen, Tobias PiIs, Tal R, Ben Sledsens, Ettore Spaletti, Dennis Tyfus, Rinus Van de Velde, Inès Van den Kieboom, Henk Visch en Franz West.
Terwijl solotentoonstellingen de wereld van een kunstenaar tonen en een glimp laten zien van hoe de wereld er volgens die kunstenaar uitziet, biedt een groepstentoonstelling verschillende vensters en wegen naar verschillende gezichtspunten en manieren van kijken. Om die reden maken groepstentoonstellingen een essentieel onderdeel uit van het programma van de galerie. Door werken van verschillende kunstenaars in allerlei media te combineren, wordt de innerlijke dialoog tussen de kunstenaar en zijn/haar werk naar een groter forum gebracht, waar de betekenis ervan wordt uitgedaagd en besproken door de omringende werken. Het zorgt voor een open dialoog waarbij universele waarheden naar voren komen en aan de oppervlakte worden gebracht van elk van de werken die in de tentoonstelling worden gepresenteerd. De keuze van de galerie om de tentoonstelling niet alleen met hedendaagse kunstenaars samen te stellen, maar ook met moderne kunstenaars, getuigt van de vastberadenheid van de galerie om nieuwe wegen te banen en nieuwe dialogen te bevorderen en die dialogen met het publiek te delen. Door groepstentoonstellingen te cureren met kruisbestuiving in media, genres en generaties, kunnen nieuwe wegen in de kunst gecreëerd worden en kan de bestaande dialoog van de werken uitgebreid worden. Dit inspireert tot nieuwe stijlen en verschillende manieren om te creëren en het heroverwegen van onze manier van kijken.
Enerzijds weerspiegelt de titel van de tentoonstelling, Let's Go!, het geloof van de galerie in kunst en haar kracht om bijna alles te overwinnen. Het is een zin die geen ruimte laat voor twijfel en haar sterke geloof in kunst verkondigt aan het publiek en hen uitnodigt om mee te feesten. Anderzijds verwijst de zin ook naar het proces van de kunstenaar. Elk van deze kunstenaars weet zich over te geven aan hun werk. Zij hebben toegestaan dat de kunst hun leven volledig in beslag neemt en een vitale rol speelt in hun bestaan. Zij laten het werk voor zichzelf spreken. Daarom heeft de galerie ervoor gekozen deze innerlijke attitude van de werken te respecteren en ze als zodanig in dialoog te plaatsen. Ze hebben geen thematisch alibi nodig om nieuwe gesprekken op gang te brengen, ze hoeven alleen maar gepresenteerd te worden zoals de kunstenaar het bedoeld heeft om het bewustzijn van het publiek binnen te dringen.
Porsche offered a "Flachbau" ("slantnose") 930 under the "Sonderwunschprogramm" (special order program) beginning in 1981, an otherwise normal 930 with a 935-style slantnose instead of the normal 911 front end. Each Flachbau unit was handcrafted by remodeling the front fenders. So few were built that the slantnose units often commanded a high premium over sticker, adding to the fact that they required a premium of up to 60 per cent (highly individualized cars even more) over the standard price. Several sources claim the factory built 948 units. The Flachbau units delivered in Europe usually featured the 330 hp (246 kW) performance kit.
(Wikipedia)
I offer private street photography workshops in Brighton Beach all year around and I have the occasional group workshop www.shootnewyorkcity.com/workshops there.
I revisited this magnificent nature reserve today 10th August 2018, many visitors to our city miss its glorious offerings, thinking all we have to offer is the beach front at the main boulevard , its a pity as this reserve is a short drive from the main tourist area and has its own charm, attraction and wealth of nature on offer, I love it .
Donmouth Local Nature Reserve is a beach site in the historic Old Aberdeen part of the City where the River Don meets the sea.
A great place to see seals and a range of interesting birds. The beach area has changed over time as the river has changed its course. There are lots of interesting plants in the dunes and beach area. Bird hide is an excellent shelter from which to watch the wildlife. The paths run across King Street to the Brig 'o Balgownie., the original bridge in to the City from the North, then down the other side of the river to the sea.
The site was designated a Local Nature Reserve in 1992
Paths are good although wheelchair access to the beach would be difficult as the boardwalk can get covered with sand.
There is plenty of free car parking on the Beach Esplanade and at the car park in Donmouth Road. There are cycle racks on Beach Esplanade
Bridge Of Don has five spans of dressed granite, and rounded cutwaters that carry up to road level to form pedestrian refuges. The spans are 75 feet (23 m), with a rise of 25 feet (7.6 m).
It was widened in 1958-59, from 24 feet (7.3 m), to 66 feet (20 m) by the construction of a new concrete bridge adjacent to the old one.
It now carries four lanes of the A956 road, and is the last bridge on the River Don before it meets the sea. The bridge is just downstream from a substantial island in the river. Around the area of the bridge is the Donmouth Local Nature Reserve, designated as a LNR in 1992.
Near to the bridge are a number of World War II era coastal defences, including a pill box.
Mudflats
Mudflats are formed when fine particles carried downstream by the river are deposited as it slows down before entering the sea, and to a lesser extent by fine particles washed in by the tide. The sand spit at the mouth of the Don provides shelter from the wind and waves allowing this material to build up. The mud flats are a very rich and fertile environment. Despite their rather barren appearance they support a surprisingly diverse invertebrate fauna which includes; worms, molluscs and crustacea. These invertebrates are vitally important to wildfowl and wading birds within the estuary.
Salt marsh
Along the upper shore of the south bank saltmarsh has developed. This habitat would once have been much more extensive prior to the tipping of domestic and other refuse in the area and the formation in 1727 of an artificial embankment to prevent flooding of the river into the Links. This habitat is now reduced to a narrow strip of vegetation along the river margins upstream from the Powis Burn.
The species composition of the salt marsh varies according to the salinity of the water i.e. the proximity to the sea. Close to the Powis Burn this habitat is dominated by reed sweet-grass (Glyceria maxima) with reed canary-grass (Phalaris arundinacea), sea club-rush (Scirpus maritimus), spike-rush (Eleocharis palustris), hemlock water-dropwort (Oenanthe crocata) and common scurvygrass (Chochlearia officinalis).
Further inland reed sweet-grass continues to dominate but hemlock water-dropwort is more abundant with meadowsweet (Filipendula ulmaria) and valarian (Valariana officinalis),
Sand dunes
Sand dunes are found in the more exposed parts of the estuary at the river mouth. Again, this habitat was once much more extensive in this locality with dune grasslands stretching from Aberdeen Beach inland as far as King Street, southwards from the estuary of the Dee, northwards to the Sands of Forvie and beyond. Many of the dunes formed part of Seaton Tip, and following tipping the area was grassed over. Other areas have been formally landscaped to form golf courses or planted with native trees in 2010 to create a new woodland area.
Some remnants of the natural dune flora can be seen in the 'roughs' on the Kings Links golf course and near the mouth of the river.
Above the high water mark, fore dunes with thick clumps of the pioneer grass species including sea lyme grass (Elymus arenarius) and marram grass (Ammophila arenaria) occur. Few other species are able to cope with the shifting sand. The largest area of these young dunes is to the north and west of the headland. Further inland where the dunes are sheltered from the actions of the wind and waves, and soils are more developed, more stable dunes are present supporting a more diverse grassland habitat.
Strand line plants which are able to tolerate occasional coverage by sea water include sea rocket (Cakile maritima), frosted orache (Atriplex laciniata), sea sandwort (Honkenya peploides) and knotgrass (Polygonum aviculare). Bur-reed (Sparganium sp.) has been recorded; presumably washed down by the river.
Marram grass (Ammophila arenaria) and sea lyme grass (Elymus arenarius) dominate the fore dunes. The latter species is not native to this area but appeared in 1802. It is thought to have been unintentionally introduced into the area by fishing boats. For a number of years it remained uncommon but from 1870 onwards it spread rapidly along the coastline (Marren, 1982).
In the more stable dunes red fescue (Festuca rubra), sand sedge (Carex arenaria), yellow rattle (Rhinanthus minor), wild pansy (Viola tricolour), harebell (Campanula rotundifolia), bird's-foot-trefoil (Lotus corniculatus) and lesser meadow-rue (Thalictrum minus) are abundant. Small amounts of kidney vetch (Anthyllis vulneraria), valerian (Valeriana officinalis) and spring vetch (Vicia lathyroides) are present.
Scattered willows (Salix sp.) and sycamore (Acer pseudoplantanus) have seeded into this area. Gorse (Ulex europaeus) scrub has colonised the dunes in some areas and appears to be spreading.
Scrub
This habitat is almost entirely artificial with only the gorse scrub on the inner dunes being a semi-natural habitat. Alder and willow were planted along the south bank of the river in about 1970 and these shrubs are now generally well established. Further shrub planting on the south bank was carried out in 1990.
Willow (Salix sp.) and alder (Alnus glutinosa) were planted in the 1970's along the south bank of the River Don eastwards of the Bridge of Don. The trees to the west of this strip are doing considerably better than those to the east. More recent planting was carried out in 1990 with hawthorn (Crataegus monogyna), blackthorn (Prunus spinosa) elder (Sambucus nigra), goat willow (Salix caprea) and alder.
Underneath the scrub neutral grassland is present with cocksfoot (Dactylis glomerata), false oat-grass (Arrhenatherum elatius), cow parsley (Anthriscus sylvestris), sweet cicely (Myrrhis odorata), hedge woundwort (Stachys sylvatica) and hedge bindweed (Calystegia sepium).
Grassland
Much of the grassland within the reserve is formed on imported soil and is intensively managed. This includes grassland on the north and south sides of the Esplanade. Daffodils are present in the grassland on the north side of the road. On the north bank to the east of the Bridge of Don is rank grassland on a steep south-facing slope. This is unmanaged and contains some patches of scrub.
Rough grassland is present on the headland. This area has been modified by tipping, with rubble to the east and with grass cuttings to the west. The grassland contains a mixture of neutral grassland, dune grassland, ruderal, and introduced garden species. This area attracts flocks of seed eating birds in late summer and autumn.
Improved grassland is present on the headland and along the south bank of the estuary downstream from the bridge of Don. Much of this vegetation has developed on imported soil and contains a high proportion of ruderal species and garden escapes. On the headland, broadleaved dock (Rumex obtusifolius), nettle (Urtica dioica), coltsfoot (Tussilago farfara), spear thistle (Cirsium vulgare), cow parsley (Anthriscus sylvestris), hemlock (Conium maculatum) and hogweed (Heracleum sphondylium) are abundant. Sweet cicely (Chaerophyllum bulbosum) is widespread and in late summer fills the air with the scent of aniseed.
To the south of the Esplanade the grassland is managed with an annual cut.. The grassland does flood to form pools. Early in the year cuckoo flower (Cardamine pratensis) is common, meadow foxtail (Alopecuris pratensis)is known to occur around the margins of these pools.
Woodland
Semi-mature woodland is present on the steep sided south bank of the river upstream from the Bridge of Don. Most of this woodland has been planted in the mid 1930's though some older oak and elm trees are present. These may be relicts of former woodland cover. The woodland in the reserve is part of a strip of woodland along the River Don corridor which continues upstream from the Brig 'o' Balgownie.
Woodland is present on the south bank upstream from the Bridge of Don.
Much of the woodland consists of even aged stands with willow (Salix sp.), sycamore (Acer pseudoplatanus), ash (Fraxinus excelsior), beech (Fagus sylvatica) and alder (AInus glutinosa). At the top of the slope mature oak (Quercus sp.) and elm (Ulmus glabra) are present. The ground flora contains tufted hair-grass (Deschampsia caespitosa), red campion (Silene dioica), ramsons (Allium ursinum) and lady fern (Athyrium felix-femina) .In a few areas dense shading is caused by the trees and in these areas the ground flora is poor.
On the north bank scattered trees are present, mainly willow and sycamore with some scrub.
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French postcard by Editions P.I., Paris, offered by Les Carbones Korès "Carboplane", no. 873. Photo: Paramount Pictures Inc.
Distinguished American actor Robert Ryan (1909-1973) was known for his portrayals of hardened cops and ruthless villains. In 1948, he was nominated for an Oscar for his supporting role in Crossfire (1947). He achieved more fame with roles in Bad Day at Black Rock (1955), The Dirty Dozen (1967) and The Wild Bunch (1969).
Robert Bushnell Ryan was born in Chicago, Illinois, in 1909. He was the first child of Mabel Arbutus (née Bushnell), a secretary, and Timothy Aloysius Ryan, who was from a wealthy family who owned a real estate firm. Ryan's first successes came at Dartmouth College, where he held the school's heavyweight boxing title for all four years of his attendance, along with lettering in football and track. After graduating in 1932, he worked in various odd jobs: as a stoker on a ship that travelled to Africa and as a roustabout on a ranch in Montana. He returned home in 1936 when his father died, and after a brief stint modelling clothes for a department store, he decided to become an actor. In 1937 Ryan joined a little theatre group in Chicago. The following year he enrolled in the Max Reinhardt Workshop in Hollywood. His role in the 1939 play 'Too Many Husbands' brought an offer from Paramount. Although he had done a screen test for them in 1938 and been turned down as "not the right type", the studio offered him a $ 75-a-week contract. He made his debut as a boxer in Golden Gloves (Edward Dmytryk, 1940), Throughout the 1940s, he appeared on stage or in supporting roles in films on several occasions. In 1943, he signed a contract with RKO and was fourth-billed in Behind the Rising Sun (Edward Dmytryk, 1943), which was a huge box-office success. RKO promoted him to star status in Tender Comrade (Edward Dmytryk, 1943), where he was Ginger Rogers' leading man. It was another big hit. In 1944, he joined the United States Marine Corps and was active as a drill instructor at Camp Pendleton, in Southern California. There, he befriended writer/director Richard Brooks. After his discharge from the Marine Corps, RKO immediately cast Ryan in the Randolph Scott Western, Trail Street (Ray Enright, 1947), which was very popular. However, his next film, The Woman on the Beach (Jean Renoir, 1947) with Joan Bennett, lost money. Ryan's big film breakthrough came with his role in Edward Dmytryk's superb Film Noir Crossfire (1947), based on the novel by Richard Brooks. For his portrayal of the anti-Semitic bully and murderer Montgomery, Ryan was nominated for an Oscar in the category of Best Supporting Actor in 1948. Ryan went on to become one of Hollywood's most versatile actors, able to play both the sympathetic leading man and the film villain. Some of Ryan's portrayals also blurred the lines between good and evil, which is probably why he was often cast in Film Noirs. In his personal favourite, The Set-Up (Robert Wise, 1949) he played a washed-up boxer who has to pay dearly for his last success in the ring,
For RKO, Robert Ryan starred in the Film Noir On Dangerous Ground (Nicholas Ray, 1951) in which he played a hostile and jaded cop opposite Gloria Grahame. Ryan went to MGM where he played a villain in Anthony Mann's Western The Naked Spur (1953), starring James Stewart. The picture was very popular. Other successes were the suspense film Bad Day at Black Rock (John Sturges, 1955) in which he played the head villain opposite intrepid investigator Spencer Tracy and the grimy, gangster film Odds Against Tomorrow (Robert Wise, 1959) starring Harry Belafonte. In the summer of 1960, Ryan starred opposite Katharine Hepburn at the American Shakespeare Theatre in Stratford, Connecticut, playing Antony to Hepburn's Cleopatra. Ryan remained in high demand throughout the 1960s and was part of some big productions that could count on an all-star cast. For instance, Ryan starred in the biblical epic King of Kings (Nicholas Ray, 1961), the all-star war film The Longest Day (Ken Annakin, Andrew Marton, Bernhard Wicki, Darryl F. Zanuck, 1962), the war adventure The Dirty Dozen (Robert Aldrich, 1967) and the violent Western The Wild Bunch (Sam Peckinpah, 1969). On the political front, Ryan also made himself heard on several occasions. He was a liberal Democrat and a great defender of civil rights. In the McCarthy era, he joined the short-lived Committee for the First Amendment and protested against the persecution of the Hollywood Ten. Ryan's later political activities included efforts to fight racial discrimination. He served in the cultural division of the Committee to Defend Martin Luther King Jr., and helped organise the short-lived Artists Help All Blacks, with Bill Cosby, Robert Culp, and Sidney Poitier. In 1972, Ryan's wife, former actress Jessica Cadwalader died of cancer. The two had been married to each other since 1939. Robert Ryan, a heavy smoker, died of lung cancer a year later at the age of 63. He left behind two sons and a daughter. His final film role was as the terminally-ill political activist Larry Slade in the drama The Iceman Cometh (John Frankenheimer, 1973), based on the play by Eugene O'Neill. For his performance, he was posthumously honoured with several awards including the National Board of Review Award.
Sources: Wikipedia (Dutch, German and English) and IMDb.
And, please check out our blog European Film Star Postcards.
Plymouth offered several sedans and wagons for emergency vehicle use in '59. You could opt for either the 2-speed PowerFlite or 3-speed TorqueFlite transmissions, both with push-button controls. Engine choices included the 305 hp Golden Commando 395 V-8.
French postcard by Editions P.I., offered by Les Carbones Korès Carboplane, mo. 882. Photo: 20th Century Fox.
This year Marilyn Monroe (1926-1962) would have turned 90. In De Nieuwe Kerk (The New Church) in Amsterdam is a major exhibition (till 5 February 2017), about her life and legacy, including numerous personal items from her house at 5th Helena Drive in Brentwood, California. EYE is presenting a film programme with six classic Marilyn Monroe films. Next Saturday, MM is also the first subject in a new series of 'Imported from the USA' posts at our blog European Film Star Postcards.
Born and raised in Los Angeles, Marilyn Monroe (born Norma Jeane Mortenson; 1926–1962) spent most of her childhood in foster homes and an orphanage and married for the first time at the age of sixteen. While working in a factory as part of the war effort in 1944, she met a photographer and began a successful pin-up modeling career. The work led to short-lived film contracts with Twentieth Century-Fox (1946–47) and Columbia Pictures (1948). After a series of minor film roles, she signed a new contract with Fox in 1951. Over the next two years, she became a popular actress with roles in several comedies, including As Young as You Feel and Monkey Business, and in the dramas Clash by Night and Don't Bother to Knock. Monroe faced a scandal when it was revealed that she had posed for nude photos before becoming a star, but rather than damaging her career, the story increased interest in her films.
By 1953, Marilyn Monroe was one of the most marketable Hollywood stars, with leading roles in three films: the noir Niagara, which focused on her sex appeal, and the comedies Gentlemen Prefer Blondes and How to Marry a Millionaire, which established her star image as a "dumb blonde". Although she played a significant role in the creation and management of her public image throughout her career, she was disappointed at being typecast and underpaid by the studio. She was briefly suspended in early 1954 for refusing a film project, but returned to star in one of the biggest box office successes of her career, The Seven Year Itch (1955). When the studio was still reluctant to change her contract, Monroe founded a film production company in late 1954, Marilyn Monroe Productions (MMP). She dedicated 1955 to building her company and began studying method acting at the Actors Studio. In late 1955, Fox awarded her a new contract, which gave her more control and a larger salary. After a critically acclaimed performance in Bus Stop (1956) and acting in the first independent production of MMP, The Prince and the Showgirl (1957), made in Great Britain, she won a Golden Globe for Best Actress for Some Like It Hot (1959). Her last completed film was the drama The Misfits (1961).
Sources: De Nieuwe Kerk and Wikipedia.
Today I was invited to an interesting event at the RDS and I got to meet Richard Branson and I also discovered that from next Monday UPC in Ireland will be known as Virgin Media.
I am a UPC subscriber and have been for a very long time so I was pleased to learn that they are rebranding themselves as Virgin and that I will get three months of its unlimited mobile package for free and for a fee of €25 from thereafter. Currently I am with Three but hopefully it should be easy to switch as Virgin Media has built its mobile service using the Three Ireland network.
My understanding is that an unlimited plan will be made available to existing UPC/Virgin Media customers, which will offer infinite data, calls and texts.
The offering will be free for three months to existing phone, broadband and TV customers, and will cost €25 a month after that.
Non-Virgin Media customers will be able to avail of a range of price plans starting at €20 a month, but full details will not be available until Monday's launch. There will be no prepay offering, but post-pay contracts will be short.
Nook offers a new east meets west degustation menu. Nook is located at Level 1 in Aloft Kuala Lumpur Sentral.
The Río Grande del Norte National Monument offers a large canvas of wide-open sage covered plains dotted by volcanic cones, and cut by steep canyons. The Río Grande itself carves an 800 foot deep gorge through layers of volcanic basalt flows and ash. The Rio Grande was one of the first eight river segments protected in the U. S. as a Wild and Scenic River and is a popular fishing and whitewater boating destination.
The Monument is an important area for wintering animals, and provides a corridor by which wildlife move between the San Juan and Sangre de Cristo mountain ranges. Herds of wintering elk can often be seen on the plains in the northern part of the monument offering great photo opportunities.
Photo tip: If you come upon wildlife while in your vehicle, keep a reasonable distance and stay inside and roll down your windows to capture photographs. Animals are typically not startled by the presence of the vehicle, but will become agitated and run as soon as you exit on foot – not good for the photographer or the wildlife.
The Wild Rivers Recreation Area northwest of Taos is a great place to get a taste of the monument. Several campgrounds and numerous trails (including several into the canyon depths) offer numerous photo angles. The dark skies of this remote area offer optimum star viewing and night photography opportunities.
Photo tip: Nighttime opens up a whole new world of photography opportunities. Long exposure star trails, moonlit landscapes, and the countless stars of the Milky Way are a few things one can capture. A tripod is a must to photograph at night, and most images will require some additional processing in a digital darkroom program. There is a bit of a learning curve to capture successful night images. There are many on-line tutorials and photography books that provide great instructional techniques.
Photo by Bob Wick, BLM