Houndstooth

Houndstooth (pronounced houns-tuth)

(1) A two-colour fabric pattern of broken checks (multi-color versions using the pattern do now exist and are also so-described).

(2) Fabric with a houndstooth pattern; an item of clothing made with such fabric.

(3) In botany, as Cynoglossum officinale (houndstongue, houndstooth, dog's tongue, gypsy flower (and “rats and mice” due to its smell), a herbaceous plant of the family Boraginaceae.

1936: A word, based on the appearance of the design, the pattern (in architecture, decorative art, fabric etc) is ancient but the descriptive term “houndstooth” has been in use only since 1936.  The shape is sometimes referred to as dogstooth (or dog's tooth) and in French it’s the more pleasing pied-de-poule (chicken feet), preferred also by the Italians.  In 1936 there must have been pedants who insisted it should have been “hound's tooth” because that does appear in some advertisements but in commercial use, houndstooth quickly was standardized.  The name was chosen a reference directly to a dog’s tooth, not the pattern of teeth marks left by its bite.  The construct was hounds + tooth.  Hound was from the Middle English hound, from the Old English hund, from the Proto-West Germanic hund, from the Proto-Germanic hundaz and was congnate with the West Frisian hûn, the Dutch hond, the Luxembourgish Hond, the German Hund, the German Low German Hund, the Danish hund, the Faroese hundur, the Icelandic hundur, the Norwegian Bokmål hund, the Norwegian Nynorsk hund and the Swedish hund, from the pre-Germanic ḱuntós (which may be compared with the Latvian sùnt-ene (big dog), an enlargement of the primitive Indo-European ḱwṓ (dog).  Elsewhere, the forms included the Old Irish cú (dog), the Tocharian B ku, the Lithuanian šuõ, the Armenian շուն (šun), and the Russian сука (suka)).  

In England, as late as the fourteenth century, “hound” remained the word in general use to describe most domestic canines while “dog” was used of a sub-type resembling the modern mastiff and bulldog.  By the sixteenth century, dog had displaced hound as the general word descriptor. The latter coming to be restricted to breeds used for hunting and in the same era, the word dog was adopted by several continental European languages as their word for mastiff.  Dog was from the Middle English dogge (source also of the Scots dug (dog)), from the Old English dogga & docga of uncertain origin.  Interestingly, the original sense appears to have been of a “common dog” (as opposed one well-bred), much as “cur” was later used and there’s evidence it was applied especially to stocky dogs of an unpleasing appearance.  Etymologists have pondered the origin:  It may have been a pet-form diminutive with the suffix -ga (the similar models being compare frocga (frog) & picga (pig), appended to a base dog-, or doc-(the origin and meaning of these unclear). Another possibility is Old English dox (dark, swarthy) (a la frocga from frog) while some have suggested a link to the Proto-West Germanic dugan (to be suitable), the origin of Old English dugan (to be good, worthy, useful), the English dow and the German taugen; the theory is based on the idea that it could have been a child’s epithet for dogs, used in the sense of “a good or helpful animal”.  Few support that and more are persuaded there may be some relationship with docce (stock, muscle), from the Proto-West Germanic dokkā (round mass, ball, muscle, doll), from which English gained dock (stumpy tail).  In fourteenth century England, hound (from the Old English hund) was the general word applied to all domestic canines while dog referred to some sub-types (typically those close in appearance to the modern mastiff and bulldog.  In German, the form endures as der Hund (the dog) & die Hunde (the dogs) and the houndstooth pattern is Hahnentritt.  Houndstooth is a noun; the noun plural is houndsteeth.  Strictly speaking, it may be that certain use of the plural (such as several houndstooth jackets) should be called “houndstooths” but this is an ugly word which should be avoided and no sources seem to list it as standard.  The same practice seems to have been adopted for handing the plural of cars called “Statesman”, “statesmen” seeming just an absurdity.

Although the classic black & white remains the industry staple, designer colors are now not uncommon.

In modern use in English, a “hound” seems to be thought of as a certain sort of dog, usually large, with a finely honed sense of smell and used (often in packs) for hunting and the sense development may also have been influenced by the novel The Hound of the Baskervilles (1901-1902) by the physician Sir Arthur Conan Doyle (1859–1930).  The best regarded of Conan Doyle’s four novels, it’s set in the gloomy fog of Dartmoor in England’s West Country and is the tale of the search for a “fearsome, diabolical hound of supernatural origin”.  The author's name is an example of how conventions of use influence things.  He's long been referred to as “Sir Arthur Conan Doyle” or “Conan Doyle” which would imply the surname “Conan Doyle” but his surname was “Doyle” and he was baptized with the Christian names “Arthur Ignatius Conan”, the “Conan” from his godfather.  Some academic and literary libraries do list him as “Doyle” but he's now referred to almost universally as “Conan Doyle” and the name “Arthur Doyle” would be as un-associated with him as “George Shaw” would with George Bernard Shaw (GBS; 1856-1950).  Conan Doyle's most famous creation was of course the detective Sherlock Holmes and he wore a houndstooth deerstalker cap.   Tooth (a hard, calcareous structure present in the mouth of many vertebrate animals, generally used for biting and chewing food) was from the Middle English tothe, toth & tooth, from the Old English tōþ (tooth), from the Proto-West Germanic tanþ, from the Proto-Germanic tanþs (tooth), from the primitive Indo-European h₃dónts (tooth) and related to tusk.

Lindsay Lohan in monochrome check jacket, Dorchester Hotel, London, June 2017 (left), Lindsay Lohan in L.A.M.B. Lambstooth Sweater, Los Angeles, April 2005 (centre) and racing driver Sir Lewis Hamilton (b 1985) in a Burberry Houndstooth ensemble, Annual FIA Prize Giving Ceremony, Baku, Azerbaijan, December 2023 (right).  The Fédération Internationale de l'Automobile (the FIA; the International Automobile Federation) is world sport's dopiest regulatory body.  Although, at a distance, a wide range of fabrics look like houndstooth, some are really simple symmetrical, monochrome checks without the distinctive pattern and where designers have varied the shape, other descriptors (and L.A.M.B. couldn’t resist “lambstooth”) are used, something which helps also with product differentiation.  Sir Lewis though, sticks to the classics.  Regarded as the most fashion conscious of the Formula One drivers of his generation, it’s clear that assiduously he studies Lohanic fashion directions.

Designers consider houndstooth part of the plaid “family”, the jagged contours of the shape the point of differentiation from most which tend towards uniform, straight lines.  Although for the archaeological record its clear the concept of the design has an ancient lineage, what’s now thought of as the “classic” black & white houndstooth was defined in the mid-nineteenth century when it began to be produced at scale in the Scottish lowlands, in parallel with the plaid most associated with the culture, the tartan (although in some aspects the “history & cultural traditions” of tartan were a bit of a commercial construct).  Technically, a houndstooth is a two tone (the term monochrome often used in the industry to convey the idea of “black & white” (a la photography) rather than being etymologically accurate) plaid in four bands, two of each color (in both the weft & warp weave), woven with the simple 2:2 twill.  One of the charms of the design is that with slight variations in size and scale, different effects can be achieved and color mixes are now not uncommon although the classic black & white remains the standard.

Houndstooth has received the imprimatur of more than one Princess of Wales: Catherine, Princess of Wales (b 1982, left) and Diana, Princess of Wales (1961-1997, right) in a typically daring color mix.

The history in the Lowlands is murky but it seems certain the early fabrics were woven from wool which makes sense given the importance of sheep to the economy and the early garments were utilitarian, often cloak-like outer garments for those tending the flocks.  The early term was “shepherd’s check” which became first “dogstooth” and then “houndstooth”, canine teeth something with which shepherds would have been familiar because of the threat to their animals from the predations of wild dogs.  Fabric with smaller checks could be called “puppycheck”.  Interestingly, despite its striking appearance, the houndstooth pattern remained a generic and was never adopted as a family or clan symbol, a la the tartans.  It gained a new popularity in the 1930s when photographs began to appear of members of the British royal family and various gentry wearing houndstooth jackets while hunting or riding, thus the association with wealth and privilege which so appealed to the middle class who started wearing them too.  By the time designers began to put them on the catwalks, houndstooth’s future was assured.

Actor Anya Taylor-Joy (b 1996) in ankle-length, collared houndstooth cape with matching mini-skirt by Jonathan Anderson (b 1984; creative director of Christian Dior since 2025) over a sleeveless, white, button-down vest and black, stiletto pumps, Paris Fashion Week, October, 2025.

The car is a Rolls-Royce Silver Spirit (1980-1997), the first of the SZ Series platform which would serve the line until 2003.  The Silver Spirit (and the companion LWB (long wheelbase) variant the Silver Spur (1980-2000)) was mechanically little changed from the Silver Shadow (1965-1980) but with styling updated with hints from the still controversial Camargue (1975-1986), a somewhat ungainly two-door saloon designed by Pininfarina which, as an addition to the range which included the conceptually identical Corniche (under various names available since 1966), appeared to have no purpose other than being positioned as the “world’s most expensive car” but that was apparently enough; even in the troubled 1970s, there was a demand for Veblen products.

In the closet: The ensemble awaits.

There were nice touches in the cape, a highlight of the detailing the arpeggiating used for the hem.  In sewing, the arpeggiated stitch is a technique in hand-stitching that creates an invisible and durable finish by catching only a single thread from the main fabric with each stitch.  This demands the hem be folded, turning the garment inside out allowing a hand-held needle to form small, V-shaped stitches by piercing the seam allowance and then the main fabric.  For the necessary robustness to be achieved, the stitching is kept deliberately loose (preventing pulling which would distort the line) with the finished hem pressed and steamed further to conceal the stitch-work.  Obviously labor intensive and therefore expensive to implement, it’s used in garments where the most immaculate finish is desired and although it’s now possible partially to emulate the effect using machine-stitching, the fashion houses know that for their finest, the old ways are best.

Poetry in motion: The lovely Anya Taylor-Joy on the move, illustrating the way the fashion industry cuts its capes to provide a "framing effect" for the rest of the outfit.

Amusingly, although the industry is sensitive to the issue of cultural appropriation (and especially so if matters end up in court), the term “arpeggiated” was “borrowed” from music.  In music, arpeggiate describes the playing of a chord as an arpeggio (the notes of a chord played individually instead of simultaneously, moving usually from lowest to highest but the same word is used whether notes are rising or falling).  It was from the Italian arpeggiare (to play on a harp), the construct being arpa (harp) +‎ -eggiare (a suffix from the Late Latin -izāre and used to form verbs from adjectives or nouns).  The connection comes from the harp’s sound being associated with flowing sequences of notes rather than “block sounds”.  So, the word can be understood as meaning “broken into a rhythmic or sequential pattern, note by note” and the use in sewing (as “arpeggiated stitch”) took the metaphorically from the musical term, referencing a series of short, regularly spaced diagonal or looped stitches that create a flowing, undulating pattern (ie a rising and falling wave-like progression rather than a static block).

Anya Taylor-Joy in cape, swishing around.

Capes often are spoken of as having an “equestrian look” and it’s true capes do have a long tradition on horseback, both in military and civilian use although in fashion the traditional cut of the fabric has evolved into something better thought of as a “framing effect” for what is worn beneath.  That differs from the more enveloping capes worn by those in professions as diverse as cavalry officers and nomadic sheep herders form whom a cape was there to afford protection from the elements and to act as barrier to the dust and mud which is a way of life in such professions.  On the catwalks and red carpets there’s not usually much mud thrown about (other than metaphorically when the “best & worst dressed” lists appear) and the cape is there just for the visual effect.  That effect is best understood on the move because a cape on its hanger is a lifeless thing whereas when on someone walking so it can flow, coming alive; models become expert in exploiting the billowing made possible by the “sail-like” behavior of the fabric when the fluid dynamics of air are allowed to do their stuff.  A skilled model can make a cape swish seductively. 

1969 Holden Monaro GTS 350 (left), 1972 Holden Monaro GTS 308 (centre) and 1977 Chrysler Cordoba (right).

Despite the popular perception, not all the “personal luxury” Chryslers of the era and not even all the Cordobas (1975-1983) were finished in “Rich Corinthian Leather” although until a one-off appearance in brochures for the 1975 Imperials, the Corinthian hides were exclusive to the Cordoba.  For passenger car interiors, houndstooth (rendered usually with a synthetic material) enjoyed a late mid-century spate of popularity, used for what were called generically “cloth inserts” and the use of houndstooth trended towards vehicles marketed as “sporty” whereas for luxury cars plusher fabrics like velour were preferred.  The cloth inserts were usually paired with vinyl although in some more expensive ranges they were used with leather.

Houndstooth (left), Pepita (Shepherd's Check) (centre) and Vichy Check (right).

For decades, it’s been common to refer to the optional upholstery offered by Porsche in the 1960s as “houndstooth” but according to Recaro Automotive Seating, the German concern which supplied the fabric, the correct name is “Pepita” (known also as “Shepherd’s Check”), a design built with interconnected squares.  What has happened is that “houndstooth” has for most purposes in colloquial English become a generic term, used to describe anything “houndstoothesque” and it’s an understandable trend given that not only would a close examination be required to determine which pattern appears on a fabric, unless one is well-acquainted with the differences in shape, most would be none the wiser.  Nor did Recaro use “Vichy Check” for the seats they trimmed for Porsche although that erroneous claim too is sometimes made.  Further confusing the history, when Stuttgarter Karosseriewerk Reutter (Porsche’s original supplier) started production of seats used in the Porsche 356 (1948-1965) a number of fabrics were offered including one in nylon in a similar black-and-white pattern which was neither houndstooth nor Pepita.

1967 Porsche 911S, trimmed in Recaro Pepita.

The Reutter family founded Recaro in 1963 and in December that year the first Pepita pattern fabrics were made commercially available, used on the later Porsche 356Cs, the 911 (which briefly was called the 901) & the 912.  Porsche’s best known use of the pepita fabric was on the Recaro Sportsitz (Sport seat), first displayed at the 1965 Frankfurt Motor Show and they’re a prized part of the early 911S models, the first of which were delivered in the northern summer of 1966.  At that point, the Pepita fabric became a factory option for the 911 and the last use was in the Recaro Idealsitz (Ideal seat), offered only in 1970–71 in black & white, red & beige, brown & beige and blue & green.  In a nostalgic nod, Porsche returned Pepita seats to the option list for the 911 legacy model, released in 2013 to mark the car’s 50^th anniversary although Recaro was not involved in the production.

1969 Porsche 912.  The Pepita key-fob, sun visors and dashboard trim will appeal to some.

The factory at the time didn't apply the Pepita fabric quite so liberally but the originality police seem more indulgent towards departures from specification in 912s, especially if done in a way the factory might have done it; if seen on a 911, automatically, they deduct points.  The Porsche 912 (1965-1969 & (as 912E) 1976) was essentially a four-cylinder version of the 911 with less standard equipment and the early models used a version of the air-cooled flat-four from the superseded 356 (1948-1965).  It was highly successful (initially out-selling the much more expensive, six-cylinder, 911) and production ceased only because the factory’s capacity was needed for the new 914 (1969-1976) which, being mid-engined, Porsche believed was a harbinger for its future sports cars, there being little belief the rear-engine configuration would endure into the 1980s.  However, the customer always being right, things didn’t work out that way and, still in high demand, the rear-engined 911 has already entered the second quarter of the twenty-first century.  The 912E was a single-season “stop-gap model” for the US market to provide an entry-level Porsche between the end of 914 production and the introduction of the front-engined 924 (1976-1988).  Like the four-cylinder 914s and the early 924s, the 912E used a Volkswagen engine, Porsches old 356 unit having never been made compliant with emission control regulations.  Long something of an orphan, the 912 now has a following and while there are faithful restorations, modifications are not uncommon, many with interior appointment upgraded to include those used on the more expensive 911s (though Pepita sun-visors will for most be a resto-mod too far).

Reception Chairs with Porsche Pepita-style fabric by 1600 Veloce.

While not all Porsche owners “have everything”, some presumably do so buying them a present can be a challenge.  However, there exists in the collector car business a minor collateral trade in thematically attuned peripheral pieces including models of stuff which can be larger than the original (hood ornaments, badges and such) or smaller (whole cars, go-karts etc).  Parts can also be repurposed, the best known of which are internally-damaged engines re-imagined as coffee-tables (almost always with glass tops) but there are also chairs and occasional tables.  Ideal for a collector, Porsche dealership or restoration house, specialists will trim chairs and occasional tables in the distinctive Pepita fabric, which, being black & white, might even get a tick of approval from interior decorators, a notoriously judgmental lot.  Some even offer rugs in the style but fibre floor-coverings even partly white can be tiresome to own.  For those who want a later motif, furniture has been made using the even more distinctive “Porsche Pasha” which, being jarringly asymmetric, needs the eye of an expert upholsterer for things to line-up in a pleasing way.

Matching numbers, matching houndstooth: 1970 Holden HG GTS 350 Monaro in Indy Orange with black detailing (paint combo code 567-122040) and houndstooth cloth seat inserts in Indy Orange & black (trim code 1199-10Z).  This car (VIN: 81837GJ255169; Model: HG81837; Chassis: HG16214M) is one of the most prized Monaros because the specification includes a 350 cubic inch (5.7 litre) small block Chevrolet V8 (L48) with the “McKinnon block”, paired with the four-speed manual Saginaw (variously the 2.54:1 M21 or 2.85:1 M22) gearbox.  Holden built 405 HG GTS 350s, 264 as manuals and 141 with the two-speed Powerglide automatic transmission.  “McKinnon” is a reference to the General Motors (GM) McKinnon Industries plant in St. Catharine's, Ontario where the blocks were cast; many of the the “American” cars exported to the UK, Australia, New Zealand and elsewhere in the Commonwealth often came from Canada because of the lower tariff rates, a legacy of the old "Commonwealth Preference scheme", the last relic of the chimera of "Imperial Free Trade".  Despite the UK in 1973 joining the EEC (European Economic Community, the institution which ultimately became the EU (European Union), some of Detroit's Australian outposts would until 1976 retain a small export flow of cars to the UK, their relatively large size and V8 engines inhabiting a limited but lucrative niche.

Very 1970s: GM's Black & Indy Orange houndstooth fabric; in the US it was also offered in the Chevrolet Camaro.  What was it about brown & orange in the 1970s?

Introduced in 1968, the Holden Monaro was the car which triggered Australia’s brief flirtation with big (in local terms, in US nomenclature  the cars were “compact” size) coupés, a fad which would fade away by the mid 1970s.  It had been FoMoCo (Ford Motor Company) that had first tested the market with a Falcon two-door hardtop (XM, 1964-1965 & XP, 1965-1966) but when the restyled model was released, it was again based on the US Falcon and the range no longer included a two-door hardtop, the wildly successful Mustang having rendered it unnecessary.  There was in the US still a two-door Falcon sedan but it was thought to have limited appeal in Australia so was never offered meaning Ford didn’t have a model comparable with the Monaro until the XA Falcon Hardtop made its debut late in 1972 although by then the brief moment had almost passed.  While the Falcon Hardtop proved successful as a race-car, sales never met expectations, compelling the factory to produce a number of promotional "special models", usually unchanged in mechanical specification but with distinctive paint schemes and "bundled options", the latter at a notional discount.

1970 Ford Mustang Grandé in New Lime Metallic with Ivy Green Corinthian Vinyl & Houndstooth Cloth trim with Houndstooth vinyl roof in green & black.

In 1969, when introducing the Mustang Grandé, Ford attempted to remove any ambiguity by using an “é” with a l'accent aigu (acute accent), indicating the pronunciation should be Grahn-day, despite the spelling not being used in any language where “grande” exists.  Introduced in 1969, the Mustang Grandé was the range’s “luxury” version and its addition to the line was a harbinger for the trend of the 1970s as high-performance was, for many reasons, put on-hold.  The Grandé used a standard mechanical specification but included a long list of “convenience” and “dress-up” items and was a success; it was the spiritual ancestor of the “Ghia” versions which for decades would be the most elaborately equipped Mustangs.  Surprisingly, despite being aimed at a demographic not interested in going fast, the Grandé could be ordered with almost any engine in the catalogue, including the 428 cubic inch (7.0 litre) Super CobraJet, designed for use on drag strips and some really were built so configured; only the unique Boss 429 was not available.

Just so the neighbours would know its the fancy one.

A vinyl roof was standard but the rarely ordered houndstooth option cost an additional US$28.  In 1969 the blinged-up Mustang Grandé lurked inconspicuously (unless the buyer specified the houndstooth vinyl roof) behind the Sturm und Drang of the Boss 302 & 429 or the Mach 1 but of the 300,000-odd Mustangs sold that season, a solid 22,182 were the Grandé, the popularity encouraging enough for Ford to retain the model in the range until production of the first generation (1964-1973) ended.  With the debut to the highly successful (if not fondly remembered) Mustang II (1973-1978), the concept remained but the designation was changed to Ghia, a designation Ford internationally would phase in for the top trim-level of many models.  Established in 1916, Carrozzeria Ghia was a Turin-based design studio and coach-building house that Ford gained control of in 1970.

1967 Mercury Caliente Grandé.  The Caliente was an example of the way Detroit quickly retreated from the often absurd styling excesses of the 1950s.  Critics at the time noted things like the Caliente looked "a little bit like every car made in the previous three years".

In an odd footnote to the corporate history, the 1969 Mustang wasn’t FoMoCo’s first use of the accented Grandé.  In 1967, the companion division Mercury had offered the Grandé package as a US$104.90 option on its Caliente (comparable with the US$105.63 it cost to upgrade to the 289 cubic inch (4.7 litre) V8 from the base 200 cubic inch (3.3 litre) straight-six).  Purely an “appearance package” the Grandé bundle included an interior trimmed in blue Gossamer fabric & vinyl or a Chambrey fabric & vinyl combo in black or parchment; adding further distinction was the option of a “vinyl covered Oxford Roof”.  The take-up rate of the 1967 Caliente’s Grandé was dismal and it proved to be a single-season offering but the concept was elsewhere clearly a growing trend and for 1968 Mercury jumped on the “Brougham” bandwagon and that proved a much more enticing label for bling buyers.

1967 Mercury Caliente Grandé (left) and 1965 Pontiac Grand Prix (right).

Bland though most of the 1967 Caliente was, it did have a touch of the bizarre in the headlight treatment. In the era, the "stacked headlights" motif was popular but what Mercury did was clumsy, the elegant detailing on the 1965 Pontiac Grand Prix a contrast.  Mercedes-Benz in 1959 had adopted the "stacked look" not by choice but because protectionist US laws banned the company's superior composite lights.  Intended initially only for the US market, the apparatus eventually spread globally because so many customers requested it be included.

Introduced in 1964 as the top trim level of the second generation (1964-1965) Comet, the Caliente, like a number of Mercurys, never really established a brand-identity and the Comet suffered a troubled gestation.  Based on the underpinnings of the 1960 Ford Falcon, the Comet was intended to be the Edsel Comet but the hasty decision to terminate the Edsel venture after barely two seasons of red ink rendered the model an orphan so the project was shunted to the Lincoln-Mercury division.  Such was the rush, in 1960-1961 it was sold through the Mercury dealer network not as a “Mercury Comet” but as a “Comet” and even when subsequently integrated into the range, it definitely was positioned as a “fancy Ford” rather than a “basic Lincoln” as some Mercurys later would become.  For 1966-1967, the third generation Comet used the platform of the intermediate-sized Fairlane but the Caliente’s Grandé option made scant contribution to its anyway modest sales numbers.

Hardtop, Hard Top & Hard-top

Hardtop & Hard Top or Hard-Top ( pronounced hahrd-top)

(1) In automotive design, as hardtop, a design in which no centre post (B-pillar) is used between the front and rear windows.

(2) As "hard top" or "hard top", a rigid, removable or retractable roof used on convertible cars (as distinct from the historically more common folding, soft-top).

(3) Mid twentieth-century US slang for an indoor cinema with a roof (as opposed to a drive-in).

1947-1949: A compound of US origin, hard + top.  Hard was from the Middle English hard, from the Old English heard, from the Proto-West Germanic hard(ī), from the Proto-Germanic harduz, from the primitive Indo-European kort-ús, from kret- (strong, powerful).  It was cognate with the German hart, the Swedish hård, the Ancient Greek κρατύς (kratús), the Sanskrit क्रतु (krátu) and the Avestan xratu.  Top was from the Middle English top & toppe, from the Old English top (top, highest part; summit; crest; tassel, tuft; (spinning) top, ball; a tuft or ball at the highest point of anything), from the Proto-Germanic tuppaz (braid, pigtail, end), from the primitive Indo-European dumb- (tail, rod, staff, penis).  It was cognate with the Scots tap (top), the North Frisian top, tap & tup (top), the Saterland Frisian Top (top), the West Frisian top (top), the Dutch top (top, summit, peak), the Low German Topp (top), the German Zopf (braid, pigtail, plait, top), the Swedish topp (top, peak, summit, tip) and the Icelandic toppur (top).  Hardtop is a noun; the noun plural is hardtops.

1970 Imperial LeBaron four-door hardtop (from Chrysler's so-called "fuselage" line (1969-1973)).

Although the origins of the body-style can be traced to the early twentieth century, the hardtop, a two or four-door car without a central (B-pillar) post, became a recognizable model type in the late 1940s and, although never the biggest seller, was popular in the United States until the mid 1970s when down-sizing and safety legislation led to their extinction, the last being the full sized Chrysler lines of 1978.  European manufacturers too were drawn to the style and produced many coupes but only Mercedes-Benz and Facel Vega made four-door hardtops in any number, the former long maintaining several lines of two-door hardtop coupés.

1965 Lincoln Continental four-door sedan (with centre (B) pillar).

The convention of use is that the fixed roofed vehicles without the centre (B)-pillars are called a hardtop whereas a removable or retractable roof for a convertible is either a hard top or, somewhat less commonly a hard-top.  The folding fabric roof is either a soft top or soft-top, both common forms; the word softtop probably doesn't exist although it has been used by manufacturers of this and that to describe various "tops" made of stuff not wholly rigid.  In the mid-1990s, the decades-old idea of the folding metal roof was revived as an alternative to fabric but although the engineering was sound but most manufacturers have since reverted to fabric, the advantages of solid materials outweighed by the drawbacks of weight, cost and complexity.  A solid, folding top is usually called a retractable roof or folding hard-top.

1957 Ford Fairlane Skyliner (1957-1959).

Designers had toyed with the idea of the solid retractable roof early in the twentieth century, and patents were applied for in the 1920s but the applications were allowed to lapse and it wouldn't be until 1932 one was granted in France, the first commercial release by Peugeot in 1934.  Other limited-production ventures followed but it wasn't until 1957 one was sold in any volume, Ford's Fairlane Skyliner using a system developed for but never used on the Continental Mark II (1956-1957) a very expensive (US$10,000) top-of-the range model that lasted only two unprofitable seasons until reality bit.  The Skyliner's top was raised and lowered by an electric system that was a marvel in what was still substantially the pre-electronic age; it used an array of motors, relays and switches, all connected with literally hundreds of feet of electrical cables in nine different colors.  Despite that, the system was reliable and could, if need be, be fixed by any competent auto-electrician who had the wiring schematic; in its three-season run, nearly fifty-thousand were built so although its very existence was due only to the serendipity of the apparatus being "on the shelf" after being developed for the Continental, Ford presumably amortized the investment.  The possibilities of nomenclature are interesting too.  With the roof in place, the Skyliner becomes also a hardtop because there's no B pillar so it's a "hardtop" with a "hard-top", something only word-nerds note. 

2005 Mercedes-Benz SLK55 AMG with retractable metal roof.

After 1960, the concept was neglected, re-visited only by a handful of low-volume specialists or small production runs for the JDM (Japanese domestic market).  The car which more than any other turned the retractable roof into a mainstream product was the 1996 Mercedes-Benz SLK which began as a show car, the favorable response encouraging production.  Successful, over three generations, it was in the line-up for almost twenty-five years.  The idea long had intrigued those who like convertibles but were aware of the limitations of folding fabric soft-tops.

1952 Packard "Pacifica" Concept Car.

In the optimistic US of 1952 there was in some circles a feeling “anything was possible” and it was in that spirit Saga magazine that year held a contest for a concept car design, the winner the Packard “Pacifica”.  The Pacifica impressed Saga’s editor enough to appear on the cover but Packard (then having problems of its own) wasn’t tempted to begin production although one Packard fanboy (a once numerous breed, the best known being comrade Stalin (1878-1953; Soviet leader 1924-1953) who had several) in the early 2000s built a replica, based on the platform of a 1951 convertible.  The Pacifica was clever in that it offered three configurations (1) a closed coupé, (2) a targa (dubbed “Opera Roof mode”) once the central roof panel was removed and (3) a conventional convertible (the “sleekest sport-roadster yet” according to Saga’s editor) after the rear section was retracted (a la the method seen on the 1941 Chrysler Thunderbolt dream car).

Roof-mounted hard-top hoist: Mercedes-Benz 560 SL (R107).

The Fairlane Skyliner's top was notable for another reason: size and weight.  On small roadsters, even when made from steel, taking off and putting on a hard-top could usually be done by someone of reasonable strength, the task made easier still if the thing instead was made from aluminum or fibreglass.  If large and heavy, it became impossible for one and difficult even for two; some of even the smaller hard-tops (such as the Triumph Stag and the R107 Mercedes SL roadster) were infamous heavyweights.  Many owners stored their tops on a trolley but the best way to make fitting or removing a top was a ceiling-mounted hoist, the winch operated manually or with an electric motor, the latter making things effortless but many prefered being able to control things with a handle because it made placement more precise.  Another advantage was that while not all had the floorspace to accommodate a trolley, usually a garage had the headspace for a hoist.

1962 Pontiac Catalina convertible with Riviera "Esquire" Series 300 hard-top.  Note the fake landau irons.

No manufacturer attempted a retractable hard-top on the scale of the big Skyliner but at least one aftermarket supplier thought there might be demand for something large and detachable.  Riviera Inc, based in Cedar Rapids, Iowa, offered them between 1963-1964 for the big (then called "full-size") General Motors (GM) convertibles.  Such was GM’s production-line standardization, the entire range of models, spread over three years and five divisions (Chevrolet, Buick, Oldsmobile, Pontiac & Cadillac) and three years, could be covered by just three variations (in length) of hard-top.  Made from fibreglass with an external texture which emulated leather, weight was a reasonable 80 lb (30 kg) but the sheer size rendered them unmanageable for many and not all had storage for such a bulky item, the growth of the American automobile meaning garages accommodative but a few years earlier were now cramped.    

1962 Chevrolet Impala SS (Super Sport) convertible with Riviera "Esquire" Series 100 hard-top.

Riviera offered their basic (100 series) hard-top in black or white, a more elaborately textured model (200 series) finished in gold or silver while the top of the range (300 series) used the same finishes but with simulated “landau” irons.  No modification was required to the car, the roof attaching to the standard convertible clamps, the soft-top remaining retracted.  Prices started at US$295 and the company seems to have attempted to interest GM's dealers in offering the hard-tops as a dealer-fitter accessory but corporate interest must have been as muted as buyer response, Riviera ceasing operations in 1964.

1935 MG NB Magnette “Faux Cabriolet” on Triple-M chassis (chassis number NA0801).  The body is believed the work of an unknown Irish coach-builder.

Lest it be thought Riviera adding fake landau bars to their fibreglass hard-tops was typical American vulgarity, in the Old World across the Atlantic, their use as a decorative accoutrement was not unknown.  Most of the 738 MG N-type Magnettes (1934-1936) were bodied as roadsters or DHCs (drop head coupé, a style understood in Europe as a cabriolet and in the US as a convertible) and while coach-builders like Carbodies and Allingham did a few with enclosed bodywork, chassis NA0801 is the only known “Faux Cabriolet” and it would be more rapid than many because the 1271 cm³ (78 cubic inch) SOHC (single overhead camshaft) straight-six has been fitted with a side-mounted Marshall 87 supercharger.  While the combination of that many cylinders and a small displacement sounds curious, the configuration was something of an English tradition and a product of (1) a taxation system based on cylinder bore and (2) the attractive economies of scale and production line rationalization of “adding two cylinders” to existing four-cylinder units to achieve greater, smoother power with the additional benefit of retaining the same tax-rate.  Even after the taxation system was changed, some small-capacity sixes were developed as out-growths of fours.  Despite the additional length of the engine block, many N-type Magnettes were among the few front-engined cars to include a “frunk” (a front trunk (boot)), a small storage compartment which sat between cowl (scuttle) and engine.

1935 MG NB Magnette “Faux Cabriolet”.

The scalloped shape of the front seats' squabs appeared also in the early (3.8 litre version; 1961-1964) Jaguar E-Types (1961-1974) but attractive as they were, few complained when they were replaced by a more prosaic but also more accommodating design.  The lengths of rope fitted just behind the door frames were for years these were known as “assist straps”, there to aid those exiting and while not needed by the young or still agile, were a help to many.  When implemented as a rigid fitting, they were known (unambiguously) as “grab handles” but in the US in the 1970s they were sometimes advertised as “Lavaliere straps”.  Lavaliere was a term from jewellery design which described a pendant (typically with a single stone) suspended from a necklace, the style named after Françoise-Louise de La Baume Le Blanc, Duchess of La Vallière and Vaujours (1644–1710) who was, between 1661-1667 (a reasonable run in such a profession), the mistress of Louis XIV (1638–1715; le Roi Soleil (the Sun King), King of France 1643-1715).  It’s said the adaptation of her name for the pendants was based on the frequency with which the accessories appeared in her many portraits.

Cadillac Hearse based on 1987 Cadillac Brougham (used in the Lindsay Lohan film Machete (2010), left), 1964 Alvis TE21 DHC (drophead coupé) by Park Ward (centre) and 1938 Mercedes-Benz 540K Cabriolet C by Sindelfingen (right).

The landau irons (which some coach-builders insist should be called “carriage bars”) on the rear side-panels emulate in style (though not function) those used on horse-drawn carriages and early automobiles (the last probably the Mercedes-Benz 300 (the “Adenauer”; W186 (1951-1957) & W189 (1957-1962)) Cabriolet D.  On those vehicles, the irons actually supported the folding mechanism but as a decorative device they proved useful those hearses not fitted with rear side-windows, existing to relieve the slab-sidedness of the expanse of flat metal.  That may have been the rationale of the MG’s Irish coach-builder (or his customer) and the bulk of the fabric on the soft-top of the Alvis TE21 (above, centre) illustrates why the visual effect on larger convertibles with no rear side-windows displeased some.

1967 Ford Thunderbird sedan: it’s a strange look without the vinyl roof and would be more bizarre still without fake landau irons.

When for 1967 Ford replaced the convertible version of the Thunderbird with a four-door model, it also appeared with fake landau irons.  On the two-door Thunderbirds they were just gorp (what bling used to be called in Detroit) but the sedan was built on a relatively short wheelbase combined with a large C-Pillar (for the desired “formal roofline”) so the only way to make the door opening wide enough to be functional was use the “suicide” (rear hinged) configuration and integrate some of the structure into the C-Pillar.  To disguise the trick (1) a vinyl roof was glued on (covering also the affected part of the door) and (2) the curve of the landau bars formed an extension of the trim-line (roof guttering).  As a visual device it worked, making the four-door Thunderbird (1967-1971) the only car ever improved by the addition of the otherwise ghastly vinyl roof although it works best in a black-on-black combination, further disguising things.

Publicity shot for 1961 Lincoln Continental four-door hardtop (pre-production prototype).

One of the anomalies in the history of the four-door hardtops was that Lincoln, in its classic 1960s Continental, offered a a four-door pillared sedan, a by then unique (in the US, Mercedes-Benz as late as 1962 still with one on the books) four-door convertible and, late in the run, a two-door hardtop but no four-door hardtop.  That seemed curious because the structural engineering required to produce a four door hardtop already existed in the convertible coachwork and both Ford & Mercury had several in their ranges, as did the many divisions of GM & Chrysler.  According to the authoritative Curbside Classic, the four-door hardtop was cancelled almost on the eve of the model's release, the factory’s records indicating either ten or eleven were built (which seem to have been pre-production vehicles rather than prototypes) and photographs survive, some of which even appeared in general-release brochures with a B-pillar air-brushed in.  It seems testing had revealed that at speed, the large expanse of metal in the roof was prone to distortion which, while barely perceptible, allowed some moisture intrusion through the window seals.  The only obvious solution was to use heavier gauge metal but that would have been expensive and delayed the model's release so, with some some uncertainty about the prospects of success for the brand, the decision was taken to prune the line-up.  While never the biggest sellers, the four-door hardtops had always attracted attention in showrooms but for that task, Lincoln anyway had something beyond the merely exclusive, they had the eye-catching four-door convertible.  So late was the decision taken not to proceed that Lincoln had already printed service bulletins, parts lists and other documents, detailing the four-door (pillared) sedan (Body Code 53A), four-door convertible (74A) & four-door hardtop (57C).  Curbside Classic revealed that of the 57C count, either six or seven were converted to sedans while the fate of the "missing four" remains a mystery, there being nothing to suggest any of the phantom four ever reached public hands.  Collectors chase rarities like these but they’ve not been seen in 65-odd years so it’s presumed all were either converted to sedans or scrapped once the decision was taken not to proceed with production.

An alternative explanation for the body-style not reaching production was provided by Mac's Motor City Garage which noted the intricate mechanisms fitted to the doors of the convertible, devised to replicate the way side-windows behave when a B-pillar is present.  What the body engineers did was craft a system in which the rear side glass seal slipped in behind the front glass, triggering an automatic “drop-down” which made the rear glass lower to the extent required when the door was opened.  The pre-production plan had been for all these motors and associated wiring to be fitted also to the four-door hardtop but the assumption is the accountants must have looked at the increased costs all this imposed and then compared the math with the sales projections, concluding the economics were wrong.  Because the body engineering had been done for the convertible, there was no structural necessity in the B-pillar used for the sedan (which is why it could be so impressively slender) but it did provide an effective seal between the front and rear side glass and much reduced wear on the weather-stripping.  So, according to Mac's Motor City Garage, the non-appearance of the planned hardtop was all about the cost savings achieved by not having to install the hardware in the doors.

1966 Lincoln Continental two-door hardtop.

The consensus among Lincoln gurus is the rationale for the decision was based wholly on cost.  While the Edsel's failure in the late 1950s is well storied, it’s often forgotten that nor were the huge Lincolns of 1958-1960 a success and, with the Ford Motor Company suddenly being run by the MBA-type “wizz kids”, the Lincoln brand too was considered for the axe.  After Lincoln booked a cumulative loss of US$60 million (then a great deal of money although that number, like the Edsel's US$250 million in red ink, might have been overstated to take advantage of the tax rules related to write-offs), that idea was considered but Lincoln was given one last chance at redemption, using what was actually a prototype Ford Thunderbird; that was the car which emerged as the memorable 1961 Lincoln.  But, given the lukewarm reception to the last range, there was no certainty of success so it seems the decision was taken to restrict the range to the pillared sedan and the four-door convertible, a breakdown on the production costs of the prototype four-door hardtops proving they would be much more expensive to produce (by virtue of both the roof mechanism and the use of the convertible's intricate side-window assemblies).

1975 Jaguar XJC.  With the ugly vinyl removed, the lovely roof-line can be admired.  Although long habitually referred to as a "coupé", the factory called them the "XJ Two-Door Saloon", reserving the former designation for the E-Type (1961-1974), XJ-S (later XJS) (1975-1996) and such.  Although it's the memory of the sensuous E-Type that looms over Jaguar, there are flaws in the lines and, assessed purely on the design elements, the XJC probably was the company's finest hour.  They've certainly not since produced anything as elegant and, if recently published renderings of future directions are any indication, things are getting worse.  

Coincidently, over a decade later, Jaguar in the UK faced a similar problem when developing the two-door hardtop version (1975-1977) of their XJ saloon (1968-1992).  It was a troubled time for the UK industry and although first displayed in 1973, it wasn't until 1975 the first were delivered.  One problem revealed in testing was the roof tended slightly to flex and while not a structural issue, because regulations had compelled the removal of lead from automotive paint, the movement in the metal could cause the now less flexible paint to craze and, under-capitalized, Jaguar (by then part of the doomed British Leyland conglomerate) didn't have the funds to undertake a costly re-design so the Q&D (quick & dirty) solution was to glue on a vinyl roof.  It marred the look but saved the car and modern paint can now cope so a number of owners have taken the opportunity to restore their XJC to the appearance the designers intended.  There are those who claim the “crazing paint” tale is just an urban myth and the awful stuff was glued on as a deliberate aesthetic choice because the look was then inexplicably popular (one of many lapses of good taste in the 1970s) but the "flex" problem seems well-documented.  Other problems (the dubious window sealing and the inadequate door hinges, the latter carried over from the four-door range which used shorter, lighter doors) were never fixed.  It's an accident of history that in 1960 when the fate of the Lincoln four-door hardtop was being pondered, vinyl roofs (although they had been seen) were a few years away from entering the mainstream so presumably the engineers never contemplated gluing one on to try to "fix the flex" although, given the economic imperatives, perhaps even that wouldn't have allowed it to escape the axe.

End of the line: 1967 Lincoln Continental four-door convertible.

It did work, sales volumes after a slow start in 1961 growing to a level Lincoln had not enjoyed in years, comfortably out-selling Imperial even if never a challenge to Cadillac.  The four-door convertible's most famous owner was Lyndon Johnson (LBJ, 1908–1973; POTUS 1963-1969) who would use his to drive visitors around his Texas ranch (often with can of Pearl beer in hand according to LBJ folklore).  While never a big seller (21,347 made over seven years and it achieved fewer than 4,000 sales even in its best year), it was the most publicized of the line and to this day remains a staple in film & television productions needing verisimilitude of the era.  The convertible was discontinued after 1967 when 2276 were built, the two-door hardtop introduced the year before out-selling it five to one.  The market had spoken; it would be the last convertible Lincoln ever produced and it's now a collectable, LBJ's 1964 model in 2024 selling at auction for US$200,000 and fully restored examples without a celebrity connection regularly trade at well into five figures, illustrating the magic of the coach-work.

John Cashman (aka "The Lincoln Guru") is acknowledged as the world's foremost authority on the 1961-1967 Lincoln Continental Convertibles.  Here, in a video provided when LBJ's car (in Arctic White (Code M) over Beige Leather (Trim 74))  was sold on the Bring-a-Trailer on-line auction site, he explains the electrical & mechanical intricacies of the machinery which handles the folding top and side windows.  The soft-top is a wonder of analogue-era mechanical engineering.

Chrysler New Yorker Town & Country wagons: 1960 (left) and 1961 (right).  In 1960 there were 671 nine-passenger New Yorker Town & Country wagons, production increasing the next year to 760.

There were even four-door hardtop station wagons (which the Europeans would probably classify as “five door”) and curiously it was the usually dowdy AMC (American Motors Corporation) which in 1956 released the first, the impressively named Rambler Custom Cross Country Hardtop Wagon which, in 1957, even gained a V8 engine.  For 1958, the niche body-style was moved to the bigger Ambassador series but it remained available only until 1960.  Buick, Oldsmobile and Mercury also flirted with four-door hardtop wagons all releasing models in 1957 but the GM (General Motors) models were produced for only two seasons while the slow-selling Mercury lasted until 1960.

Image from 1960 Dodge brochure featuring the line's two wagons, the Dart (red) and the Polara (bronze).

In the era, the relationship in appearance between the car in the metal and the images in the advertising were something like what McDonalds and others do with their burgers: indicative but exaggerated.  In fairness to Chrysler, there were others in the industry who applied their artistic licence with much less restraint.

Not for the first or last time, Chrysler were late to a trend and with the quirky four-door hardtop wagon segment, the corporation managed to enter the market just as the rest of the industry had concluded it wasn’t worth the effort.  The 1960 Chryslers were the first to use unit-body (ie no separate chassis) construction and both the Windsor & New Yorker Town & Country wagons included the style and it remained in the catalogue until 1964, dropped when the new C-Body made its debut for 1965.  The companion marque Dodge had their premium Polara available as a hardtop wagon and it was available even with the photogenic Sonoramic cross-ram induction system.  After a hiatus in 1962, the style returned the next year in the Custom 880 series but as with the Chryslers, 1964 was the end of the line for the four-door hardtop wagon, not just for the corporation but the whole industry; there have been none since.

1949 Kaiser Virginian.

In a more delicate form, Ford reprised the roof and rear-window design for the 1951 Custom Victoria, the company's first two-door hardtop.  The Ford's look was admired but in later years the construction would prove challenging for restorers.  There was a single, continuous weather-strip, meaning the three pieces of glass and the upright stainless steel dividers had to be fitted into the rubber prior to the assembly being mounted on the roof.  That meant a heavy, fragile apparatus that needed at least two and preferable three strong people to do the job.  The Mercedes-Benz 300d didn’t appear in the catalogue until 1957 and by then the US-built four-door hardtops had been on sale for two seasons and that’s why it’s agreed it was the US industry that built “the first four door hardtops”.  That was in 1949 when the Kaiser Virginian was released although it was a fairly clumsy implementation of the concept, the central pillars needing manually to be removed, a process demanding the use of a tool.  The compromise was necessitated by the company lacking the resources re-engineer their four-door sedan’s structure and although clever, it was also a fudge which convinced neither the public nor other manufacturers.

Spanner required: 1949 Kaiser Virginian B-Pillar.  The “removable B-pillar” idea had been seen before, the most elegant implementation probably the way things were done on the Lincoln Zephyr Convertible Sedan (1937-1939).

The core concept was however was sound and the major brands had the money to do things properly, lending to the four-door cars a glamour traditionally denied as two-door convertibles and coupés took the limelight.  Of course, it was profits from the high sales of four-door sedans and station wagons that generated the profits and economies of scale allowing the lower-volume lines to be built but the more prosaic of the breed tended often to be relegated to the back of the showroom, the “window spot” reserved for the more photogenic stable-mates.  It might seem strange to associated “glamour” with the rather frumpy looking 1949 Kaisers but their design language was representative of the first generation of cars emerging from Detroit in the late 1940s, most of what was produced between 1945-1948 being slightly revised versions of what had been on sale in 1942 when passenger car production ceased as industrial capacity was re-directed to military needs.

Pre-war pillarless: 1937 Bentley 4¼ Litre Park Ward Pillarless saloon (left) and 1938 Bentley 4¼-Litre Pillarless Saloon by Park Ward (right).

It was in 1955 when Detroit’s first “true” four-door hardtops debuted on the GM B-Body, the corporation’s “mid-market” marques Oldsmobile and Buick both offering versions.  Solid sales convinced GM to extend availability and the next season Chevrolet, Pontiac and Cadillac all had four-door hardtops on the books and during 1956, both Ford and Chrysler jumped on the bandwagon.  Chrysler may have been a year late but the corporation kept the four-door hardtop faith the longest, the last not built until 1978.  However, although the Americans are right to claim it was their industry that first mass-produced four-door hardtops, English coach-builders in the 1930s had done a few “pillarless” four-doors with examples by Park Ward, Gurney Nutting and Vanden Plas occasionally now appearing as curiosities on the auction circuit.  Interestingly, Bentleys in this configuration seem more numerous than Daimlers or Rolls-Royces but whether that’s a product of the survival rate or the original production volumes is unclear because with the decline (almost to the point of extinction) of the coach-building business, the records are sketchy.  For well-documented reasons, there’s now less demand for all but a handful of cars of the inter-war era but the novelty of the pillarless four-doors usually attracts some interest.

Deconstructing the oxymoronic  "pillared hardtop"

Ford public relations department's press release announcing the 1974 "pillared hardtop", September 1973 (left) and the frameless rear window on a 1977 Mercury Marquis four-door "pillared hardtop". 

So it would seem settled a hard-top is a convertible’s removable roof made with rigid materials like metal or fibreglass while a hardtop is a car with no central pillar between the forward and rear side glass.  That would be fine except that in the 1970s, Ford decided there were also “pillared hardtops”, introducing the description on a four-door range built on their full-sized (a breed now extinct) corporate platform shared between 1968-1978 by Ford and Mercury.  The rationale for the name was that to differentiate between the conventional sedan which used frames around the side windows and the pillared hardtops which used the frameless assemblies familiar from their use in the traditional hardtops.  When the pillared hardtops were released, as part of the effort to comply with pending rollover standards, the two door hardtop switched to being a coupé with thick B-pillars, behind which sat a tall “opera window”, another of those motifs the US manufacturers for years found irresistible.

1976 Cadillac Eldorado convertible, at the time: “the last American convertible”.  Unlike the convertibles, the US industry's four-door hardtops were never resurrected from the 1970s coachwork cull.  The styling of the original FWD Eldorado (1967) was one of the US industry's finest (as long as buyers resisted ordering the disfiguring vinyl roof) which no subsequent version matched, descending first to the baroque before in the 1980s becoming an absurd caricature.  In 1976, the lines of “the last American convertible” were almost restrained compared with the excesses of earlier in the decade.

The wheels in the picture are a minor footnote in the history of US manufacturing.  When GM’s “big” FWD (front wheel drive) coupes debuted (the Oldsmobile Toronado for 1966, the Eldorado the following season), although the styling of both was eye-catching, it was the engineering which intrigued many.  On paper, coupling 7.0 litre (the Eldorado's 429 cubic inch version soon enlarged to 7.7 (472) and then 8.2 (500)) V8 with FWD sounded at least courageous but even in the early, more powerful, versions, GM managed remarkably well to tame the characteristics inherent in such a configuration and the transmission (the TH425 which included a chain-drive!) proved as robust and the other heavy-duty Turbo-Hydramatics.  Unlike other ranges, the Toronado and Eldorado offered no options in wheel or wheel-cover design and because the buyer demographic was very different for those shopping for Mustangs, Corvettes and such, there was initially no interest from wheel manufactures in offering an alternative; being FWD, it would have required a different design for the mounting and with such a small potential market, none were tempted.  Later however, California’s Western Wheel Company adapted their “Cyclone Special” (a “turbine” style) and released it as the “Cyclone Eldorado”.  It wasn’t a big seller but the volumes must have been enough to justify continuation because Western also released a version for the 1979-1985 Eldorados although the two were not interchangeable, the bolt-circle 5 x 5" for the older, 5 x 4.75" for the newer.  The difference in the offset was corrected with a spacer while the wheels (Western casting #4056) were otherwise identical.  When Cadillac in the 1980s offered a factory fitted alloy wheel, that was the end of the line for Western's Cyclone Eldorado.

Open (left) and shut (centre) case: 1976 Lincoln Continental Mark IV (1972-1976, right) with Moonroof.

According to Ford in 1973, a “sunroof” was an opening in the roof with a sliding hatch made from a non-translucent material (metal or vinyl) while a “moonroof” included a hatch made from a transparent or semi-transparent substance (typically then glass).  The advantage the moonroof offered was additional natural light could be enjoyed even if the weather (rain, temperature etc) precluded opening the hatch.  A secondary, internal, sliding hatch (really an extension of the roof lining) enabled the sun to be blocked out if desired and in that configuration the cabin’s ambiance would be the same whether equipped with sunroof, moonroof or no sliding mechanism of any kind.  Advances in materials mean many of what now commonly are called “sunroofs” are (by Ford’s 1973 definition) really moonroofs but the latter term has faded from use.

1973 Lincoln Continental Mark IV with moonroof.

Manufacturers in the 1970s allocated resources to refine the sunroof because, at the time, the industry’s assumption was the implications of the US NHTSA's (National Highway Traffic Safety Administration) FMVSS (Federal Motor Vehicle Safety Standards) 208 (roll-over protection, published 1970) fully would be realized, outlawing both convertibles and hardtops (certainly the four-door versions).  FMVSS 208 was slated to take effect in late 1975 (when production began of passenger vehicles for the 1976 season) with FMVSS 216 (roof-crush standards) added in 1971 and applying to 1974-onwards models.  There was a “transitional” exemption for convertibles but it ran only until August 1977 (a date agreed with the industry because by then Detroit’s existing convertible lines were scheduled to have reached their EoL (end of life)) at which point the roll-over and roof-crush standards universally would be applied to passenger vehicles meaning the only way a “convertible” could registered for use on public roads was if it was some interpretation of the “targa” concept (Porsche 911, Chevrolet Corvette etc), included what was, in effect a roll-cage (Triumph Stag) or (then more speculatively), some sort of device which in the event of a roll-over would automatically be activated to afford occupants the mandated level of protection and Mercedes-Benz later would include such a device on the R129 SL roadster (1998-2001).  Although in 1988 there were not yet “pop-ups” on the internet to annoy us, quickly the press dubbed the R129’s innovative safety feature a “pop-up roll bar”, the factory called the apparatus automatischer Überrollbügel (automatic rollover bar).  Activated by a control unit that triggered an electromagnet to release a stored spring tension, the bar was designed fully to deploy in less than a half-second if sensors detected an impending rollover although the safety-conscious could at any time raise it by pressing one of the R129’s many buttons.  This was a time when the corporate tag-line “Engineered like no other car” was still a reasonable piece of “mere puffery”.

Alternative approaches to partial toplessness: 1973 Triumph Stag in Magenta (left) and 1972 Porsche 911 Targa in Silver (right).  The charming but flawed Stag (1970-1977) actually needed its built-in roll cage for structural rigidity because it's underpinnings substantially were unchanged from the Triumph 2000 sedan (1963-1977) on which it was based.

Despite the myths which grew to surround the temporary extinction of convertibles from Detroit’s production lines, at the time, the industry was at best indifferent about their demise and happily would have offered immediately to kill the breed as a trade-off for a relaxation or abandonment of other looming safety standards.  As motoring conditions changed and the cost of installing air-conditioning (A-C) fell, convertible sales had since the mid-1960s been in decline and the availability of the style had been pruned from many lines.  Because of the additional engineering required (strengthening the platform, elaborate folding roofs with electric motors), keeping them in the range was justifiable only if volumes were high and it was obvious to all the trend was downwards, thus the industry being sanguine about the species loss.  That attitude didn’t however extend to a number of British and European manufacturers which had since the early post-war years found the US market a place both receptive and lucrative for their roadsters and cabriolets; for some, their presence in the US was sustained only by drop-top sales.  By the 1970s, the very existence of the charming (if antiquated) MG & Triumph roadsters was predicated upon US sales.

High tech approach (prophylactic toplessness): Mercedes-Benz advertising for the R129 roadster (in the factory's Sicherheitsorange (safety orange) used for test vehicles).  The play on words uses the German wunderbar (“wonderful” and pronounced vuhn-dah-baah) with a placement and context so an English speaking audience would read the word as “wonder bar”; it made for better advertising copy than the heading: Automatischer Überrollbügel.  It had been the spectre of US legislation which accounted for Mercedes-Benz not including a cabriolet when the S-Class (W116, 1972-1980) was released, leaving the SL (R107; 1971-1989) roadster as the company’s only open car and it wasn’t until 1990 a four-seat cabriolet returned with the debut of the A124.   

Chrysler was already in the courts to attempt to have a number of the upcoming regulations (focusing on those for which compliance would be most costly, particularly barrier crash and passive safety requirements) so instead of filing their own suit, a consortium of foreign manufacturers (including British Leyland & Fiat) sought to “append themselves” to the case, lodging a petition seeking judicial review of roll-over and roof-crush standards, arguing that in their present form (ie FMVSS 208 & 216), their application unfairly would render unlawful the convertible category (on which the profitability of their US operation depended).  A federal appeals court late in 1972 agreed and referred the matter back to NHTSA for revision, ordering the agency to ensure the standard “…does not in fact serve to eliminate convertibles and sports cars from the United States new car market.”  The court’s edit was the basis for the NHTSA making convertibles permanently exempt from roll-over & roof crush regulations.  That ensured the foreign roadsters & cabriolets lived on but although the ruling would have enabled Detroit to remain in the market, it regarded the segment as one in apparently terminal decline and had no interest in allocating resources to develop new models, happily letting existing lines expire.

The “last American convertible” ceremony, Cadillac Clark Street Assembly Plant, Detroit, Michigan, 21 April 1976.

One potential “special case” may have been the Cadillac Eldorado which by 1975 was the only one of the few big US convertibles still available selling in reasonable numbers but the platform was in its final years and with no guarantee a version based on the new, smaller Eldorado (to debut in 1978) would enjoy similar success, General Motors (GM) decided it wasn’t worth the trouble but, sensing a “market opportunity”, promoted the 1976 model as the “Last American convertible”.  Sales spiked, some to buyers who purchased the things as investments, assuming in years to come they’d have a collectable and book a tidy profit on-selling to those who wanted a (no longer available) big drop-top.  Not only did GM use the phrase as a marketing hook; when the last of the 1976 run rolled off the Detroit production line on 21 April, the PR department, having recognized a photo opportunity, conducted a ceremony, complete with a “THE END OF AN ERA 1916-1976”) banner and a “LAST” Michigan license plate.  The final 200 Fleetwood Eldorado convertibles were “white on white on white”, identically finished in white with white soft-tops, white leather seat trim with red piping, white wheel covers, red carpeting & a red instrument panel; red and blue hood (bonnet) accent stripes marked the nation’s bicentennial year.

The “last American convertible” ceremony, Cadillac Clark Street Assembly Plant, Detroit, Michigan, 21 April 1976.

Of course in 1984 a convertible returned to the Cadillac catalogue so some of those who had stashed away their 1976 models under wraps in climate controlled garages weren’t best pleased and litigation ensued, a class action filed against GM alleging the use of the (now clearly incorrect) phrase “Last American Convertible” had been “deceptive or misleading” in that it induced the plaintiffs to enter a contract which they’d not otherwise have undertaken.  The suit was dismissed on the basis of there being insufficient legal grounds to support the claim, the court ruling the phrase was a “non-actionable opinion” rather than a “factual claim”, supporting GM's contention it had been a creative expression rather than a strict statement of fact and thus did not fulfil the criteria for a “deceptive advertising” violation.  Additionally, the court found there was no actual harm caused to the class of plaintiffs as they failed to show they had suffered economic loss or that the advertisement had led them to make a purchase they would not otherwise have made.  That aspect of the judgment has since been criticized with dark hints it was one of those “what’s good for General Motors is good for the country” moments but the documentary evidence did suggest GM at the time genuinely believed the statement to be true and no action was possible against the government on several grounds, including the doctrines of remoteness and unforeseeability.

Ronald Reagan (1911-2004, US president 1981-1989). in riding boots & spurs with 1938 LaSalle Series 50 Convertible Coupe (one of 819 produced that year), Warner Brothers Studios, Burbank California, 1941.  

LaSalle was the lower-priced (although marketed more as "sporty") "companion marque" to Cadillac and a survivor of GM's (Great Depression-induced) 1931 cull of brand-names, the last LaSalle produced in 1940.  Mr Regan remained fond of Cadillacs and when president was instrumental is shifting the White House's presidential fleet to them from Lincolns.  Although doubtlessly Mr Reagan had fond memories of top-down motoring in sunny California (climate change not yet making things too hot, too often for them to be enjoyed in summer) and was a champion (for better and worse) of de-regulation, it's an urban myth he lobbied to ensure convertibles weren't banned in the US.  

Compliant and not with FMVSS 208 as drafted.  1978 Chevrolet Corvette Coupe with T-Top roof (left) and 1978 Chrysler New Yorker, the last of the four-door hardtops (right).  The indefinite extension of the "temporary exemption" of convertibles from FMVSS's roll-over standards created the curious anomaly that Chrysler could in theory have maintained a New Yorker convertible (had one existed) in production while being compelled to drop the four-door hardtop.  Market realities meant the federal court never had to resolve that one and no manufacturer sought an exemption for the latter.    

1966 Lincoln Continental Sedan (left) and 1974 Buick Century Luxus Colonnade Hardtop Sedan (right).  Luxus was from the Latin luxus (extravagance) and appeared in several Germanic languages where it conveyed the idea of "luxury".   

With "pillared hardtops", it was actually only the ostensibly oxymoronic nomenclature which was novel, Ford’s Lincoln Continentals combining side windows with frames which lowered into the doors and a B pillar; Lincoln called these a sedan, then the familiar appellation in the US for all four-door models with a centre pillar.  Curiously, in the 1960s another descriptive layer appeared (though usually not used by the manufacturers): “post”.  Thus where a range included two-door hardtops with no pillar a coupés with one, there was among some to adopt “coupé” and “post coupé” as a means of differentiation and this spread, the term “post sedan” also still seen today in the collector markets.  Other manufacturers in the 1970s also used the combination of frameless side glass and a B-pillar but Ford’s adoption of “pillar hardtop was unique; All such models in General Motors’ (GM) “Colonnade” lines were originally described variously as “colonnade hardtop sedans” (Buick) or “colonnade hardtops” (Chevrolet, Oldsmobile & Pontiac) and the nickname was borrowed from architecture where colonnade refers to “a series of regularly spaced columns supporting an entablature and often one side of a roof”.  For whatever reasons, the advertising copy changed over the years, Buick shifting to “hardtop sedan”, Chevrolet & Oldsmobile to “sedan” and Pontiac “colonnade hardtop sedan”.  Pontiac was the last to cling to the use of “colonnade”; by the late 1970s the novelty has passed and the consumer is usually attracted by something “new”.  Because the GM range of sedans had for uprights (A, B & C-pillars plus a divided rear glass), the allusion was to these as “columns”.  Ford though, was a little tricky.  Their B-pillars were designed in such as way that the thick portion was recessed and dark, the silver centrepiece thin and more obvious, so with the windows raised, the cars could be mistaken for a classic hardtop.  It was a cheap trick but it was also clever, in etymological terms a “fake hardtop” but before long, there was a bit of a vogue for “fake soft-tops” which seems indisputably worse.

1975 Imperial LeBaron (left) and 1978 Chrysler New Yorker.  The big Chryslers were the last of the four-door hardtops produced in the US.

The Americans didn’t actually invent the pillarless hardtop style and although coach-builders on both sides of the Atlantic had built a handful in both two and four door form, in the post-war years it was Detroit which with gusto took to the motif.  The other geo-centre of hardtops was the JDM (Japanese Domestic Market) which refers to vehicles produced (almost) exclusively for sale within Japan and rarely seen beyond except in diplomatic use, as private imports, or as part of the odd batch exported to special markets.  As an ecosystem, it exerts a special fascination for (1) those who study the Japanese industry and (2) those who gaze enviously on the desirable versions the RoW (rest of the world) was denied.  The range of high performance versions and variations in coachwork available in the JDM was wide and for those with a fondness for Japanese cars, the subject of cult-like veneration.  By the late 1970s, the handful of US four-door hardtops still on sale were hangovers from designs which dated from the late 1960s, behemoths anyway doomed by rising gas (petrol) prices and tightening emission controls; with the coming of 1979 (coincidently the year of the “second oil shock”) all were gone.  In the JDM however, the interest remained and endured into the 1990s.

1965 Chevrolet Corvair Corsa (two-door hardtop, left) and 1969 Mazda Luce Coupé (right).

The first Japanese cars to use the hardtop configuration were two-door coupés, the Toyota Corona the first in 1965 and Nissan and Mitsubishi soon followed.  One interesting thing during the era was the elegant Izuzu 117 Coupé (1968-1980), styled by the Italian Giorgetto Giugiaro (b 1938) which, with its slender B-pillar, anticipated Ford’s stylistic trick although there’s nothing to suggest this was ever part of the design brief.  Another of Giugiaro’s creations was the rare Mazda Luce Coupé (1968), a true hardtop which has the quirk of being Mazda’s only rotary-powered car to be configured with FWD.  Giugiaro’s lines were hardly original because essentially they duplicated (though few suggest "improved") those of the lovely second generation Chevrolet Corvair (1965-1969) and does illustrate what an outstanding compact the Corvair could have been if fitted with a conventional (front-engine / rear wheel drive (RWD)) drive-train.

1973 Nissan Cedric four-door Hardtop 2000 Custom Deluxe (KF230, left) and 1974 Toyota Crown Royal Saloon four-door Pillared Hardtop (2600 Series, right).

By 1972, Nissan released a version of the Laurel which was their first four-door although it was only the volume manufacturers for which the economics of scale of such things were attractive, the smaller players such as Honda and Subaru dabbling only with two-door models.  Toyota was the most smitten and by the late 1970s, there were hardtops in all the passenger car lines except the smallest and the exclusive Century, the company finding that for a relatively small investment, an increase in profit margins of over 10% was possible.  Toyota in 1974 also followed Ford’s example in using a “pillared hardtop” style for the up-market Crown, the exclusivity enhanced by a roofline lowered by 25 mm (1 inch); these days it’d be called a “four door coupé” (and etymologically that is correct, as Rover had already demonstrated with a "chop-top" which surprised many upon its release in 1962).  In the JDM, the last true four-door hardtops were built in the early 1990s but Subaru continued to offer the “pillared hardtop” style until 2010 and the extinction of the breed was most attributable to the shifting market preference for sports utility vehicles (SUV) and such.  In Australia, Mitsubishi between between 1996-2005 used frameless side-windows and a slim B-pillar on their Magna so it fitted the definition of a “pillar hardtop” although the term was never used in marketing, the term “hardtop” something Australians associated only with two-door coupés (Ford and Chrysler had actually the term as a model name in the 1960s & 1970s).  When the Magna was replaced by the doomed and dreary 380 (2005-2008), Mitsubishi reverted to window frames and chunky pillars.

Standard and Spezial coachwork on the Mercedes-Benz 300d (W189, 1957-1962).  The "standard" four-door hardtop was available throughout the run while the four-door Cabriolet D was offered (off and on) between 1958-1962 and the Spezials (landaulets, high-roofs etc), most of which were for state or diplomatic use, were made on a separate assembly line in 1960-1961.  The standard "greenhouse" (or glasshouse) cars are to the left, those with the high roof-line to the right.

Few European manufacturers attempted four-door hardtops and one of the handful was the 300d (W189, 1957-1962), a revised version of the W186 (300, 300b & 300c; 1951-1957) which came to be referred to as the "Adenauer" because several were used as state cars by Konrad Adenauer (1876–1967; chancellor of the FRG (West Germany) 1949-1963).  Although the coachwork never exactly embraced the lines of mid-century modernism, the integration of the lines of the 1950s with the pre-war motifs appealed to the target market (commerce, diplomacy and the old & rich) and on the platform the factory built various Spezials including long wheelbase "pullmans", landaulets, high-roof limousines and four-door cabriolets (Cabriolet D in the Daimler-Benz system).  The high roofline appeared sometimes on both the closed & open cars and even then, years before the assassination of John Kennedy (JFK, 1917–1963; US president 1961-1963), the greenhouse sometimes featured “bullet-proof” glass.  As well as Chancellor Adenauer, the 300d is remembered also as the Popemobile (although not then labelled as such) of John XXIII (1881-1963; pope 1958-1963).

A tale of two rooflines: 1955 Chrysler C-300 (top left), 1970 Mercedes-Benz 280 SE 3.5 Coupé (top right), Rover 3.5 Coupé (bottom left) and Rover 3.5 Saloon (bottom right).

On sale only during the 1955-1956 seasons, the restrained lines of Chrysler’s elegant “Forward Look” range didn’t last long in the US as extravagance overtook Detroit but the influence endured longer in Europe, both the Mercedes-Benz W111 (1961-1971) & W112 Coupes (1962-1967) and the Rover P5 (1958-1967) & P5B (1967-1973) interpreting the shape.  In the UK, Rover (a company with a history or adventurism in engineering which belies its staid image) tried to create a four-door hardtop as a more rakish version of their P5 sedan (3 Litre (P5, 1958-1957) & 3.5 Litre (P5B 1967-1973)) but were unable to perfect the sealing around the windows, something which later afflicted also the lovely two-door versions of the Jaguar & Daimler XJ.  Rover instead in 1962 released a pillared version of the P5 with a lowered roof-line and some different interior fittings and named the four-door the "Coupé" which puzzled those who had become used to "coupés" being two-door machines but etymologically, Rover was correct.

Pillars, stunted pillars & "pillarless"

1959 Lancia Appia Series III

Actually, although an accepted part of engineering jargon, to speak of the classic four-door hardtops as “pillarless” is, in the narrow technical sense, misleading because almost all used a truncated B-pillar, ending at the belt-line where the greenhouse begins.  The stunted device was required to provide a secure anchor point for the rear door's hinges (or latches for both if suicide doors were used) and in the case of the latter, being of frameless construction, without the upright, the doors would be able to be locked in place only at the sill, the physics of which presents a challenge because even in vehicles with high torsional rigidity, there will be movement.  The true pillarless design was successfully executed by some but those manufacturers used doors with sturdy window frames, permitting latch points at both sill and roof, Lancia offering the configuration on a number of sedans including the Ardea (1939-1953), Aurelia (1950-1958) & Appia (1953-1963).  The approach demanded a more intricate locking mechanism but the engineering was simple and on the Lancias it worked and was reliable, buyers enjoying the ease of ingress & egress.  It's sad the company's later attachment to front wheel drive (FWD) ultimately doomed Lancia because in every other aspect of engineering, few others were as adept at producing such fine small-displacement vehicles.

1961 Facel Vega II (a two door hardtop with the unusual "feature" of the rear side-glass being hinged from the C-pillar).

Less successful with doors was the Facel Vega Excellence, built in two series between 1958-1964.  Facel Vega was a French company which was a pioneer in what proved for almost two decades the interesting and lucrative business of the trans-Atlantic hybrid, the combination of stylish European coachwork with cheap, refined, powerful and reliable American engine-transmission combinations.  Like most in the genre, the bulk of Facel Vega’s production was big (by European standards) coupés (and the odd cabriolet) and they enjoyed much success, the company doomed only when it augmented the range with the Facellia, a smaller car.  Conceptually, adding the smaller coupés & cabriolets was a good idea because it was obvious the gap in the market existed but the mistake was to pander to the feelings of politicians and use a French designed & built engine which proved not only fragile but so fundamentally flawed rectification was impossible.  By the time the car had been re-engineered to use the famously durable Volvo B18 engine, the combination of the cost of the warranty claims and reputational damage meant bankruptcy was impending and in 1964 the company ceased operation.  The surviving “big” Facel Vegas, powered by a variety of big-block Chrysler V8s, are now highly collectable and priced accordingly.

1960 Facel Vega Excellence EX1

Compared with that debacle, the problem besetting the Excellence was less serious but was embarrassing and, like the Facellia's unreliable engine, couldn’t be fixed.  The Excellence was a four-door sedan, a configuration also offered by a handful of other trans-Atlantic players (including Iso, DeTomaso & Monteverdi) and although volumes were low, because the platforms were elongations of those used on their coupés, production & development costs were modest so with high prices, profits were good.  Facel Vega however attempted what no others dared: combine eye-catching suicide doors, frameless side glass and coachwork which was truly pillarless, necessitating latching & locking mechanisms in the sills.  With the doors open, it was a dramatic scene of lush leather and highly polished burl walnut (which was actually painted metal) and the intricate lock mechanism was precisely machined and worked well… on a test bench.  Unfortunately, on the road, the pillarless centre section was inclined slightly to flex when subject to lateral forces (such as those imposed when turning corners) and this could release the locks, springing the doors open.  Owners reported this happening while turning corners and it should be remembered (1) lateral force increases as speed rises and (2) this was the pre-seatbelt era.  There appear to be no confirmed reports of unfortunate souls being ejected by centrifugal force through an suddenly open door (the author Albert Camus (1913–1960) was killed when the Facel Vega HK500 two-door coupé in which he was a passenger hit a tree, an accident unrelated to doors) but clearly the risk was there.  Revisions to the mechanism improved the security but the problem was never completely solved; despite that the factory did offer a revised second series Excellence in 1961, abandoning the dog-leg style windscreen and toning down the fins, both of which had become passé but in three years only a handful were sold.  By the time the factory was shuttered in 1964, total Excellence production stood at 148 EX1s (Series One; 1958-1961) & 8 EX2s (Series Two; 1961-1964).

The Mercedes-Benz R230 SL: Lindsay Lohan going topless (in an automotive sense) in 2005 SL 65 AMG with folding roof lowered (left), Ms Lohan's SL 65 AMG (with folding roof erected) later when on sale (centre) & 2009 SL 65 AMG Black Series with fixed-roof (right).

At the time, uniquely in the SL lineage, the R230 (2001-2011) was available with both a retractable hard top and with a fixed roof but no soft-top was ever offered (the configuration continued in the R231 (2012-2020) while the R232 (since 2021) reverted to fabric).  Having no B pillar, most of the R230s were thus a hardtop with a hard-top but the SL 65 AMG Black Series (2008–2011, 400 of which were built, 175 for the US market, 225 for the RoW) used a fixed roof fabricated using a carbon fibre composite, something which contributed to the Black Series weighing some 250 kilograms (550 lb) less than the standard SL 65 AMG.  A production of 350 is sometimes quoted but those maintaining the registers insist the count was 400.  Of the road-going SLs built since 1954, the Black Series R230 was one of only three models sold without a retractable roof of some kind, the others being the original 300 SL Gullwing (W198, 1954-1957) and the “California coupé” option offered between 1967-1971 for the W113 (1963-1971) "Pagoda" roadster (and thus available only for the 250 SL (1966-1968) & 280 SL (1967-1971)).  The "California coupé" (a nickname from the market, the factory only ever using "SL Coupé") was simply an SL supplied with only the removable hard-top and no soft-top, a folding bench seat included which was really suitable only for small children.  The name California was chosen presumably because of the association of the place with sunshine and hence a place where one could be confident it was safe to go for a drive without the fear of unexpected rain.  Despite the name, the California coupé was available outside the US (a few even built in right-hand drive form) and although the North American market absorbed most of the production, a remarkable number seem to exist in Scandinavia.

A classic roadster, the C3 Chevrolet Corvette L88: Convertible with soft-top lowered (top left), convertible with hard-top in place (top right), convertible with soft-top erected (bottom left) and coupé (roof with two removable panels (T-top)) (bottom right).  The four vehicles in these images account for 2.040816% of the 196 C3 L88 Corvettes produced (80 in 1968; 116 in 1969) and the L88 count constitutes .000361% of total C3 production.