Phaeton (pronounced feyt-n (U) or fey-i-tn (non-U))
(1) Any of various light, four-wheeled carriages, originally without folding tops, having one or two seats facing forward, used first in the nineteenth century. In describing horse-drawn carriages, phaeton was later used to describe many with convertible tops (originally often as spider (or spyder) phaeton).
(2) An early-mid twentieth century touring-car with four or more seats and (later) sometimes with removable side-windows and a convertible top; some with dual-cowl coachwork.
(3) A model name for automobiles which now means nothing in particular.
1585-1595: 1742: From the (1735) French phaeton, from the Latin Phaëtōn, from the Ancient Greek Φᾰέθων (Phaéthōn). Phaëthon was the son of Clymene and the sun god Helios who gained permission to drive his father's sun-chariot but, being unable to control the horses was struck by Zeus with a thunderbolt and slain after nearly setting on fire the whole earth. His name translated as “shining” and was from phaein & the verb phaethô (to shine, to make gleam), from phaos (light), from the primitive Indo-European root bha- (to shine). Even before the carriages were so named, phaeton (the spellings varied) was used to describe someone who recklessly handled horses and carts or carriages. The alternative spellings were Phaethon, Phaéthôn, Phaëton, Phaeton, Phæton & Phaëthon. Phaeton & phaetoneer are nouns; the noun plural is phaetons).
In a cautionary tale about the impetuosity of adolescent youth, Phaéthōn convinced his reluctant sun god father Helios father to let him drive the chariot of the sun across the skies. Almost at once the unskilled Phaéthōn lost control of the immortal steeds and the chariot crashed, setting the earth ablaze, scorching the once fertile plains of Africa to desert. Zeus, appalled by the destruction, smote the boy with a thunderbolt, hurling his flaming body into the waters of the River Eridanos. The youth’s sisters, the Heliades, gathered on the banks and in their mourning, were transformed into amber-teared poplar trees. In death, Phaethon was placed amongst the stars as the constellation Auriga (the Charioteer) or transformed into the god of the star which the Greeks named Phaethon, the planets Jupiter or Saturn depending on the translation.
1932 Cadillac V16 Special Phaeton with (V12) coach-work by Fisher.
Phaetons were a type of type of light, open four-wheeled horse carriage, English in 1742 picking up the word from French usage, coined in 1735, the link being the exposure of the passengers to the sun and until well into the modern age, they remained popular, despite the availability of carriages with partially or fully enclosed coach-work. Indeed, they were still the most common form in the early age of the automobile but were close to extinct by the 1930s, supplanted by closed vehicles and those with convertible tops.
The Dual-Cowl Phaetons
1935 Packard Twelve dual-cowl Sport Phaeton with coach-work by Dietrich.
Among the grandest of the pre-war phaetons were the dual-cowl convertibles although, being very expensive in a time of austerity (for much of the population), few were built, the rich often reluctant to consume too conspicously. Unlike most of the horse-drawn carriages from which the name was appropriated, the cars so-described usually had folding hoods and sometimes removable side-windows (usually called side-curtains). Purists of course insist that any true phaeton has no windows in the doors, nor any roof, rigid or folding but that was only ever a convention and one not always adhered to during the horse & buggy era and in the age of the automobile everything became elastic.
1935 Duesenberg SJ dual-cowl Phaeton with coach-work by La Grande. The unusual, rakish line of the convertible top exists because in 1937, Rollston Coachworks (New York) was commissioned to fit the rare option of a fixed vee-windshield, a visual and aerodynamic enhancement from a time before curved-glass screens became practical.
In the 1930s Buick began selling what would now be called a four-door convertible (with integrated winding windows) yet continued to use the phaeton label and the memorable, big dual-cowl Duesenbergs, Chryslers, Lincolns Cadillacs, Packards et al of the era were marketed as phaetons despite having folding roofs and whatever the variations in the coachwork, the appellation stuck. In the post-war years, the four-door hardtop was probably the spiritual successor of the phaetons as rapidly the four-door convertibles faded from the scene; by the late 1970s, the four-door hardtops too would go extinct except for the odd example in the quirky world of the JDM (japanese domestic Market). Today, like landau, phaeton is just a name which means nothing in particular although many seem aware it evokes something from the past. In recent decades, there have been many off-road and utilitarian vehicles which, technically, are phaeton-like but they're hardly in the spirit of the machines of the 1930s.
Parade Phaetons
Before there was crooked Hillary, there was tricky Dick. Vice-President Richard Nixon (1913-1994; US VP 1953-1961 & president 1969-1974) at President Dwight Eisenhower's (1890-1969; US president 1953-1961) second Inaugural Parade, 21 January 1957 in 1952 Chrysler Imperial dual-cowl Parade Phaeton (one of three built).
The name of the 1952 parade cars delights the obsessives in the collector-car community because of the corporate history. Introduced in 1926, the Chrysler Imperial sat atop the company's brand hierarchy until 1954 when Imperial was (re-)launched as a standalone brand, an arrangement which lasted until 1975 (although even by 1972 the Chrysler name had crept back somewhat and the half-hearted revivals in 1981-1983 & 1990-1993 are not fondly remembered). The 1952 parade phaetons thus are properly designated Chrysler Imperials although, being updated by the factory in 1955 with much of the sheet-metal and other fixtures from the 1956 Imperial, they resemble the later Imperials and are sometimes erroneously described.
1940-1941 Chrysler Newport dual-cowl Phaeton by LeBaron (left), 1952 Chrysler Imperial dual-cowl Phaeton (centre) & 1997 Chrysler dual-cowl Phaeton concept car (right).
Built in 1952 for ceremonial use by the US government and the municipal corporations of New York City and Los Angeles, the three dual-cowl parade phaetons were thought the last of the breed but in 1997 Chrysler unexpectedly displayed a concept car in the same vein. A pastiche of the original 1941 Plymouths and the 1952 cars, it was obviously not intended for production but did include an intoxicatingly attractive specification including a bespoke 48 valve, 333 cubic-inch (5.4 litre) V12 engine rated at 425 horsepower, 5.4 litres and 425 horsepower both iconic values from Chrysler's happier past.
Comrade Stalin's 1936 Packard Standard Eight Phaeton. It wasn't used during Moscow's colder months.
Packard was one of the US industry's storied names with roots in the nineteenth century and during the inter-war years had been one of the most prestigious in the nation; it had been the sound of the V12 Packards which inspired Enzo Ferrari (1989-1988) to declare Una Ferrari è una macchina a dodici cilindri (a Ferrari is a twelve cylinder car). The appeal was real because it was a 1936 Packard Standard Eight Phaeton which comrade Stalin (1878-1953; Soviet leader 1924-1953) used as his parade car and the ZiS-115 limousine (1948-1949 and based on the ZiS 110 (1946-1958), all better known in the West as ZILs) he used in his final years was a reversed-engineered (ie copy) version of the 1942 Packard. Reverse-engineering was a notable feature of Soviet industry and much of its post-war re-building of the armed forces involved the process, exemplified by the Tupolev Tu-4 heavy bomber (1947) which was a remarkably close copy of the US Boeing B-29 (1942). Other countries also adopted the practice which in some places continues to this day for mot civilian and military output. After spending World War II engaged in military production, notably a version of the Merlin V12 aero-engine built under license from Rolls-Royce, Packard emerged in 1945 in sound financial state but found the new world challenging, eventually in 1953 merging with fellow struggling independent, Studebaker. Beset with internal conflicts from the start, things went from bad to worse and after dismal sales in 1958-1959 of the final Packards (which were really modified Studebakers and derided by many as "Packardbakers"), the Packard brand was retired with the coming of 1959. The Studebaker-Packard Corporation in 1962 reverted to again become Studebaker but it was to no avail, the last Studebaker being produced in 1967.
FDR & Ford
1937 Ford V8 Phaeton
As the American car buyer came to prefer the creature comforts offered by closed coupés & sedans or convertibles (with proper, winding windows), sales of the more basically configured roadsters and phaetons began in the 1930s rapidly to decline. The exotic dual cowl phaetons continued to appeal to those who wanted something extravagant in which to be chauffeured on warm, sunny days but for those for whom economics dictated ownership of a single vehicle, the attractions of some protection from the elements was attractive, especially in a northern winter. Surprisingly, it was Ford, a pioneer (if not the originator) in the techniques of mass-production and the optimization of economies of scale which kept the roadster and phaeton on the books longer than most, their last roadster built in 1937 and the final phaeton the following year although production in 1938 totaled but 1169 cars, little more than an administrative inconvenience to a company which measured its output in chunks of tens of thousands. When the Ford line was updated for 1939, the phaeton was deleted from the list.
Franklin Delano Roosevelt’s (FDR, 1882–1945, US president 1933-1945) 1936 Ford V8 Phaeton; his New York license plate was “3”, the governor was allocated “1” and the lieutenant governor “2” (an allocation which reflects late eighteenth century political thought in most of the states). Afflicted by polio, FDR’s cars were fitted with hand controls for the brake and clutch, a cigarette dispenser always included.
2004 Volkswagen Phaeton W12.
A Volkswagen which should have been an Audi or (not inconceivably) a Lamborghini (both brands part of the VW conglomerate), the VW Phaeton was produced between 2002-2016 as a four-door sedan in a standard and long-wheelbase configuration, the Phaeton name nothing to do with the traditional definition and chosen presumably because it was thought to impart some vague notion of exclusivity and wealth. That was MBA marketing-think and probably made sense but what did not was the belief it would re-position perceptions of the VW name as a true luxury brand, the "modest success" enjoyed when the W8 engine was offered at high-price in the smaller VW Passat between 2001-2004 seemingly not a sufficiently salutatory lesson. Why the MBAs didn’t take note of why Toyota created Lexus (so they would have their own Audi) isn’t clear but they may have been the same folk who couldn’t understand the Maybach name made sense positioned below Mercedes-Benz, not above. The principles used in the washing powder business don’t always translate to other sectors.
Mercedes-Benz 600 Landaulet and (SWB) standard sedans.
The 1970 Pullman Landaulet (one of twelve known informally as the "presidential" because the folding portion of the roof extended to the driver's compartment, the other 58 Landaulets having a convertible top only over the rear seat) was purchased by the Romanian government and used by comrade president Nicolae Ceaușescu (1918–1989; general secretary of the Romanian Communist Party 1965-1989) until he and his wife were executed (by AK47) after a “people's tribunal” held a brief trial, the swiftness of which was aided by the court-appointed defense counsel who declared them both guilty of the genocide of which, among other crimes, they were charged. Considering the fate of other fallen dictators, their end was less gruesome than might have been expected. Comrade Josip Broz Tito (1892–1980; prime-minister or president of Yugoslavia 1944-1980) had a similar car (among other 600s) but he died undisturbed in his bed. The blue SWB (short wheelbase) car to the rear is one of the few SWB models fitted with a divider between the front & rear compartments including hand-crafted timber writing tables and a refrigerated bar in the centre console. It was delivered in 1977 to the Iranian diplomatic service and maintained for the Shah’s use.
The 1969 SWB to the right (identified as a US market car by the disfiguring headlight treatment) had a less eventful past, purchased by a California real estate developer, who took advantage of the Mercedes-Benz European Delivery Program (discontinued in 2020 after some sixty years), collecting the 600 from the Stuttgart factory. With due respect to Californian property developers (and Pope Paul VI (1897-1978; pope 1963-1978) who had a very special one), more than any other car the 600 seemed to attract dictators, leading drug dealers, megalomaniacs and those with dubious past or present (many owing several), the roll-call including Coco Chanel, Herbert von Karajan, Daniel arap Moi, comrade Chairman Mao, comrade Deng Xiaoping (who inherited his from the chairman), comrade Kim Il-Sung (The Great Leader), comrade Kim Jong-il (The Dear Leader), comrade Kim Jong-un (The Supreme Leader) (the DPRK's brace of presidential Landaulets passed down the line along with the rest of North Korea), comrade Enver Hoxha, Papa Doc Duvalier, Baby Doc Duvalier (another family inheritance), Ferdinand Marcos, Hastings Banda, Hosni Mubarak, Idi Amin, comrade Josip Broz Tito, Jean-Bédel Bokassa, John Vorster, PW Botha, FW De Klerk (who for whatever reason found his government-owned 600 embarrassingly large and otherwise excessive), comrade Leonid Brezhnev (his three successors stuck to ZILs), the last Shah of Iran, General Zia Ul Haq, Mobutu Sese Seko, comrade Nicolae Ceaușescu, Omar Bongo, Park Chung Hee, Pablo Escobar, Robert Mugabe, Saddam Hussein, Silvio Berlusconi and Zulfiqar Ali Bhutto. Of course, just as the reputation the 600 gained from such associations was beginning to be forgotten, it emerged one was owned by Jeremy Clarkson and there may be no recovering from that.
In exile, the Shah of Iran died of natural causes after being deposed in the 1979 revolution which created the Islamic Republic of Iran under the rule of the Imam, Ayatollah Ruhollah Khomeini (1900-1989; Supreme Leader, Islamic Republic of Iran, 1979-1989). The ayatollah's taste in cars was more modest but three of the Shah's Mercedes-Benz 600s are among the dozens on display (over a hundred in storage or undergoing restoration) at the Tehran Car Museum, open to the public Sunday-Wednesday (09:00-17:30) & Thurdsay & Friday (09:00-18:30). It is closed on Saturday. The museum is located at Azadi Square, Special Karaj Road, near Sepah Store while the office is situated on Resalat Highway, not far from Africa Highway, at the Foundation of the Oppressed, Building Number One, Fourth Floor, Cultural Institute of Museums.
That class of clientele associated with the 600 wasn't as drawn to the VW Phaeton. For the top VW there were six cylinder petrol and diesel engines and even a V10 diesel but what attracted most interest (if not buyers) was the choice of a 4.2 litre (255 cubic inch) V8 or a 6.0 litre (366 cubic inch) W12, the most potent of the latter rated at a then impressive 444 horsepower (331 kW). Unfortunately, most who could afford the hefty price lingered not long over the impressive specification but focused instead on the badge, still so associated with the old Beetle. By all accounts, the Phaeton was a fine piece of engineering and highly regarded by the critics but over fifteen years, fewer than 85,000 were sold, the line never profitable and the depreciation on the W12 was famously high, the failure of the range always explained by the lack of cachet the VW brand enjoyed at that end of the market. Failure is however a relative term, Mercedes-Benz in the eighteen-odd years between 1963-1981 managed to produce only 2677 of their sinister 600s yet it lent the marque a luster which lingers to this day, despite tireless efforts by the the MBAs to devalue things. Although doubtlessly also sold at a loss, Mercedes-Benz gained much from the 600; VW got little from the Phaeton.
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