Centaur

Centaur (pronounced sen-tawr)

(1) In classical mythology, one of a race of monsters having the head, trunk, and arms of a man, and the body and legs of a horse (modern depictions in the age of the internet seem to prefer the upper body of a woman).  The synonym is hippocentaur.

(2) In astronomy, the constellation Centaurus (initial capital letter).

(3) In astronomy, any of a group of icy bodies with the characteristics of both asteroids and comets, orbiting the Sun in elliptical paths, mostly in the region between Saturn & Neptune.

(4) In modern slang, a skillful (male or female) rider of a horse.

(5) In rocketry, a US-designed and built upper-stage (with re-startable liquid-propellant engine), used with an Atlas or Titan booster to launch satellites and probes.

(6) In chess, team comprising a human player and a computer.

(7) By extension, in AI (artificial intelligence), a human and some form or AI, working together.

1325–1375: From the Middle English, from the Old English, from the Latin centaurus, from the Ancient Greek, from Κένταυρος (Kéntauros), thought to mean “a member of a savage race from Thessaly” although some etymologists are sceptical.  Historically, Thessaly was known as Αἰολία (Aiolía (Aeolia in modern use)) and that’s how it was referred to in the Odyssey (Homer’s epic poem from the eighth or seventh century BC); the gentlemen in Athens were quick to describe those from elsewhere as savages or barbarians, .  The half-human, half horse Centaur from Greek mythology belongs in the class of mixtumque genus, prolesque biformis (a mixed or blended race, offspring of two forms), the phrase made famous when it appeared in the Roman poet Virgil’s (Publius Vergilius Maro (70–19 BC)) Aeneid (29-19 BC) description of the Minotaur, the mythical creature with the head of a bull atop a human body.  The most common use of the adjective centauric was a reference to the mythological creatures (resembling or of the nature of a centaur) but in the sometimes weird world of spiritualism it was defined as "characterized by an integration of mind and body for consciousness above the ego-self" (whatever that means).  When the adjective is used in SF (SciFi or science fiction) it's with an intital capital if referring to the residents or natives of the constellation Centaurus.  The case difference matters because there no reason why in SF half human, half-horse beasts can't be part of the ecosystem in Centaurus and they would have to be described as Centauric centaurs.  In fantasy fiction, a centauress was a female centaur (a she-centaur) and the term centaurette has also been used; it does not (as the -ette prefix might be thought to imply) mean a “a small centaur”).  Presumably, a centauress, while possessing the secondary sex characteristics of a human female could, anatomically, in the hind quarters either colt, stallion, filly or mare so it could be helpful if authors differentiated centauress & centaurette thus.  Centaur & centaurdom are nouns, centaurian is a noun & adjective and centauresque, centaurial & centauric are adjectives; the noun plural is centaurs.

In the sky

Judy Volker’s annotation of Sea & Sky’s sky-chart of the Centaurus constellation.

Centaurus is one of two constellations said to represent Centaurs and is associated primarily with Chiron (Cheiron), a wise, immortal being who was king of the Centaurs and said to be a scholar & prophet skilled in the healing arts.  In some of the myths, from his cave on Mount Pelion, he is said to have raised, tutored, or counselled several figures prominent in Greek mythology, including Jason, Heracles and Asclepius.  Of Chiron's association with the constellation, there are several tales.  In one legend, Chiron was the first to identify the constellations and teach them to mortal humans, placing an image of himself in the sky to help guide Jason on his quest for the Golden Fleece.  A different story has Chiron placed in the sky by Zeus and of this telling there are variants but the most common element is Chiron being accidentally wounded by a poisoned arrow and giving up his immortality as a way to escape the never-ending pain.  A twist on this has Chiron simply bored with life and wanting it to be over and this came to the attention of Prometheus, the Titan undergoing permanent torture for stealing fire from the gods to give to humans.  For Prometheus to be released from his torture, an immortal had to volunteer to renounce eternal life and go to Tartarus in his place.  Someone (Zeus, Heracles, or Chiron himself depending on the author) suggested Chiron's offer be used to release Prometheus and for this Zeus honored Chiron with his place in the sky.  There’s even a tale in which the constellation represents the Centaur Pholus, honoured thus by Zeus for his skill in prophecy.

Centaurus, copperplate engraving by Polish astronomer Johannes Hevelius (1611–1687) from Firmamentum Sobiescianum sive Uranographia (1687), his atlas of constellations.

In English, the southern constellation of Centaurus has been so described since the 1550s but was known by that name to the Romans (to the Greeks it was Centaur).  The ninth largest constellation, visible in the far southern sky in the months around March, since classical times, it has been confused with Sagittarius.  In astronomy, a centaur is a small, icy celestial body orbiting the Sun in an in elliptical paths, most tracking between Jupiter and Neptune, the name gained from them typically having the characteristics of both asteroids and comets, that dual-nature the link with the half-human, half-horse from mythology.  Centaurs are considered transitional objects that may originally have been KBOs (Kuiper Belt Object) and often have unstable orbits due to gravitational interactions with the giant planets.  Orbiting mostly between 5.5-30 AU (an “astronomical unit”, the average distance between the Earth and Sun (about 150 million km (93 million miles)) from the sun, such is the gravitational effect of the big planets that most centaurs (which range in diameter between 100-400 km (60-250 miles) are expected over millennia to be sent into the inner solar system or even ejected into interstellar space.  Astronomers first became aware of the objects in 1977 with the discovery of Chiron but the technology of the time didn’t permit the structure fully to be understood and the body was thus initially classified both as a comet (95P/Chiron) and minor planet.  It was improvements in observational hardware which demonstrated that while appearing as asteroids, when closer to the sun the comet-like behavior of developing a coma or tail will manifest.  The largest known centaur is 10199/Chariklo.  Listed as a minor planet, it orbits the Sun between Saturn and Uranus and in 2014 it was announced it possessed two rings (nicknamed Oiapoque and Chuí after the rivers that define Brazil's borders), the existence confirmed by observing a stellar occultation.  One implication of the rings is it's likely it also has at least one shepherd moon and infrared images indicate the Chariklo is named after the nymph Chariclo (Χαρικλώ), the wife of Chiron and the daughter of Apollo.

On four hooves

Front (left) and rear (right) of the gatefold cover of the album Ride a Rock Horse (1975) by The Who's lead singer Roger Daltrey (b 1944).  The artwork was the work of his cousin Graham Hughes who produced a number of album covers during the 1970s.  Until the early 1980s when the CD (compact disc) reduced the size of packaging, the album cover was the most distributed form of pop-art. 

Things rarely were consistent in the evolution of the myths from Antiquity and the mythical centaurs were described variously as being wholly equine from (human) torso down or with the from parts of the legs also human, the latter a popular depiction during the Medieval period while in Classical era, they had four horses' hooves and two human arms.  Living on raw flesh and inhabiting mountains and forests, they were descended either from Centaurus (the son of Apollo & Stilbe) or of Ixion & Nephele although the Centaurs Chiron and Pholus were of a different descent lineage: Chiron was the son of Philyra & Cronus while Pholus was fathered by Silenus and born of an unnamed Nymph; what distinguished that pair was that unlike the other herds, they were hospitable and non-violent.  The cooking of food being a marker of civilization, it was recorded that when Heracles was hunting the Erymanthian boar, he visited Pholus who received him hospitably, giving him cooked meat whereas Pholus himself ate exclusively raw food.

When Heracles asked for wine, Pholus told him that there was only one jar, which either belonged communally to the Centaurs or had been a gift from Dionysus who had told them to open it only if Heracles should be their guest.  Telling his host not to be afraid, Pholus broke the seal but when the Centaurs smelled the wine they galloped from the mountains, armed with rocks, fir trees and torches to attack the cave.  The first two Centaurs to attack were Anchius and Agrius (killed by Heracles) but Pholus was killed in the aftermath of the fight: while burying a fallen Centaur he drew one of Heracles' poisoned arrows from a wound but it fell from his grasp, piercing his leg and almost instantly he died.  Heracles drove off the remaining Centaurs and pursued them to Cape Malea where they took refuge with Chiron.  In the ensuing battle Heracles shot Elatus in the elbow, but Chiron either dropped one of Heracles' arrows on his foot or was shot in the knee by Heracles.  The wounds of Heracles' arrows could not be healed and the immortal Chiron begged the gods to make him mortal.  It was Prometheus agreed to take on his immortality, and Chiron died, leaving most of the Centaurs to take refuge in Eleusis.  Their mother (Nephele) aided them by summoning a rain storm but that didn’t deter Heracles who slaughtered a dozen including Daphnis, Argeius, Amphion, Hippotion, Oreius, Ispoples, Melanchaetes, Thereus, Doupon, Phrixus & Homadus.

Wedding reception gone bad: Rape of Hippodamia (The Lapiths and the Centaurs) (1636-1637), oil on canvas by Peter Paul Rubens (1577-1640), Museo Nacional del Prado, Madrid, Spain.  The painting was one of a large cycle of mythologies by Rubens for the Torre de la Parada, Philip IV's (1605–1665; King of Spain 1621-1665 and (as Philip III) King of Portugal 1621-1640) newly built hunting lodge on the outskirts of Madrid.  One of Rubens’ oil sketches for the work is on display at Musees Royaux des Beaux-Arts de Belgique in Brussels, Belgium and is of interest to art students and critics because of the detail differences in the final composition.  On the basis of content shared on the internet, wedding receptions these days are sometimes torrid affairs. 

Lindsay Lohan AI generated as a centaur by EnjoyLingerie on DeviantArt.

The Centaurs also fought a legendary battle against the Lapiths (a Thessalian people who originally inhabited Pindus, Pelion and Ossa; they drove out the native people, the Pelasgians).  Pirithous invited the Centaurs (who regarded themselves as his parents) to his wedding feast and it went well until, unaccustomed to the effects of wine, the Centaurs became drunk and one of them tried to rape (in the classical sense of "abduction") Deidamia (Pirithous' bride and more commonly known as Hippodamia), resulting in a violent brawl which ended with the Lapiths driving the Centaurs out of Thessaly after killing many.  Containing so many wonderful subjects (Centaurs, a feast, a rape scene, a brawl), the disrupted wedding reception (which came to be known as “the Centauromachy”) for centuries drew artists to the theme.  In Antiquity, the Centaurs got a bad press because they appear in so many legends involving rape, abductions and violence.  In many ways the myths can be deconstructed as violent soap operas with an undercurrent of licentiousness, typified by the tales of Eurytion attempting to rape Hippolyta or Mnesimache, the daughter of Dexamenus.  In one version Dexamenus had betrothed his daughter to Azan (an Arcadian) and Eurytion (again as a guest at the wedding feast) attempted a kidnapping but she was saved by the hero Heracles arrived in time to kill him, returning bride safely to groom.  Most scribes were members of the Heracles admiration society and there also the story of how Heracles, on his way to Augias, seduced the girl, promising to marry her upon his return.  While he was away, forcibly she was betrothed to Eurytion but just as the wedding ceremony was about to begin, Heracles stormed in, killed the Centaur and had himself declared her husband.

Cupid and Centaur (1992), photograph by US photographer Joel-Peter Witkin (b 1939).

Based in Albuquerque, New Mexico, recurring themes in Mr Witkin’s work includes death and corpses (or dismembered body-parts), often artfully arranged for staged photo-shoots, his subjects including dwarfs, transgender and intersex persons.  As might be imagined, his images sometimes attracted controversy although some in the disabled community did praise his depictions of those living with a range of physical features not often documented in art.  Witkin claims his elaborate creations are not at all exploitative and are intended to “honor and elevate” those often neglected and “hidden from view”, rarely presented in an artistic context, motifs sometime drawn from paintings in both the sacred and secular traditions.  In an interview, Mr Witkin recalled his interest in what would many would think macabre was trigged when, as a child, he saw the decapitated head of a young girl killed in an automobile accident.

On four wheels

1976 Chrysler Centura GL.  Despite the visual resemblance, the (optional) styled steel wheels were unrelated to those used on Oldsmobiles between 1966-1987.

Whatever processes led to Chrysler Australia adopting the name “Centura” for their local version of the European Chrysler 180 (1970-1982) may still exist in the corporation’s archives but it seems the details have never been published though it can be assumed it was not an Anglicized adaptation of the Romanian centură (belt, girdle).  In Latin centum meant "one hundred" and the term centuria referred to (1) a unit of the Roman army, nominally consisting of 100 soldiers (historians suggest in practice the establishments varied between 60-160) and headed by a centurion, (2) in real estate a unit of area, equal to 100 heredia or 200 iugera (circa 125 acres (50  hectares)), (3) a group of citizens eligible to vote, the system apparently one of the reforms introduced by Servius Tullius (king of Rome 578-535 BC) and based on the ownership of land, one of the many systems which, over millennia, have codified a relationship between ownership of property (usually land) with a right to in some way participate in the polity (usually by voting) and (4) figuratively or literally, things in some way related to "100".  In modern Romance languages, things of course evolved: the Romanian centura (belt or girdle) was from the French ceinture (belt), from the Latin cinctura (girdle, belt), thus by extension used also to refer to the to beltways (ring roads) around cities.  In Spanish & Portuguese, the related cintura (waist; belt) is from the same Latin root cingere (to gird; surround).

The name of the short-lived Chrysler Centura (1975-1978) may have been an allusion to the Centaurs of myth because, like them it had a dual nature, combining the platform of a European four-cylinder with a much more powerful (and heavier) Australian built six.  That had been a concept Holden (GM's (General Motors) Australian outpost) in 1969 introduced when they installed their six-cylinder engine in a modified Vauxhall Viva and called it the Torana.  It proved a great success and Ford Australia in 1972 responded by fitting still larger displacement sixes to the Cortina which, being longer than the Viva, didn’t need the four inch (100 mm) stretch of the wheelbase required for things (tightly) to fit in the Torana.  Given the way local journalists would within a few years decry the inherently unbalanced Cortina six, it is remarkable how well the press received the thing upon debut.

1975 Chrysler Centura brochure shot (GL left; XL right).

Had the Centura been released in 1973 as planned, it might have found success but the timing was unfortunate, the decision by the French government of Georges Pompidou (1911–1974; President of France 1969-1974) to conduct tests of nuclear weapons in its South Pacific territories, prompting the leadership of Australian trade unions to blacklist French goods arriving in ports (Australian trade unions in those days running an independent foreign policy and the ACTU (Australian Council of Trade Unions) a kind of co-government).  As a consequence, it wasn’t until 1975 the Centura arrived in showrooms and by then the market had moved on, competition rather more intense.  Although the Centura offered class-leading performance (indeed, in a straight line it was quicker than many V8s) by virtue of its optional 4.0 litre (245 cubic inch) straight-six (even the 215 (3.5) version could run with the 4.1 (250) Cortinas), increasingly buyers were more tempted by the equipment levels and perceptions (sometimes true) of superior build quality and economy of operation offered by vehicles with origins in the Far East.  As it was, Chrysler in 1976 began local production of the Japanese Mitsubishi Sigma and it proved a great success, even without the six cylinder engine once thought such a selling point.  Tellingly, although a prototype Centura with a 5.2 (318) V8 was built, the project rapidly was abandoned.  Officially, the explanation was the body lacked the structural rigidity to handle the additional torque, the same reason Ford never contemplated their V8 Cortina entering production; engineers familiar with the structures of both platforms agree that was true of the Cortina but maintain the Centura was robust enough and suspect both companies, having observed the subdued demand for the V8 Holden Toranas (1974-1978) decided Holden was welcome to its exclusive presence in the niche sector.  Fewer than 20,000 Centuras were built during its dismal three year run, a fraction of what was projected as its annual production.

On three wheels

Rupp Super Sno-Sport, 1969.  If an object moves (or can be made to move), the chances are high an American will at some point have installed a V8.

Although it seems now the company’s best-remembered product, the Rupp Centaur was built only during 1974-1975 with production reaching barely four figures.  A fibreglass-bodied, wheeled tricycle available in red, white, blue, and yellow, the Centaur was something of a departure from Rupp’s traditional lines and its existence was a product of (1) climatic conditions, (2) a downturn in the economy and (3) the sharp increase in the price of gas (petrol), induced by the first oil-shock of 1973-1974.  Rupp Manufacturing had in 1959 been founded in Mansfield, Ohio by Herbert Edward “Mickey” Rupp (1936–2023), initially as a small-scale operation producing Dart Go-Karts but the venture proved successful enough for the company to expand and in 1960 a line of mini-bikes was introduced.  Simple to manufacture and sold with an attractive margin, the cash–flow enabled further development and by 1964 Rupp’s prototype snowmobiles had been sufficiently refined to be suitable for mass production, an encouraging 500 sold the following year, demand steadily increasing.  By the end of the decade, Rupp Manufacturing had a staff of over 400 and a catalogue of RVs (recreational vehicles) including mini-bikes, small ATVs (all-terrain vehicles) and a signature range of Sno-Sport snowmobiles, by then available in five models.  This being the US, there was also the sport of “snowmoble drag-racing” and Mickey Rupp fabricated the “Super Sno-Sport”, a genuinely exotic entrant using a special 308 cubic inch (5.0 litre) V8 from Ford’s racing research department with braking provided by a combination of disk brakes on the drive axle and a parachute, activated by a cable-release mechanism.  Whether it ever attained its theoretical maximum speed (150 mph (241 km/h)) isn’t clear but, in 1969, it was recorded at 95.5 mph (153.7 km/h) during a run at West Yellowstone.

Rupp advertising, 1970.

While the V8 Super Sno-Sport was a useful publicity tool, Rupp Manufacturing’s core business was more modestly powered snowmobiles and the company entered the 1970s as one of the industry’s most successful, annual production in 1970-1971 reaching almost 40,000 units.  However, while the economy was beginning to slow, what really affected things was two successive seasons of poor snow conditions, Rupp especially suffering because it had borrowed money to expand production and built up a large inventory of product to meet an anticipated strong demand,  With falling sales and rising debt-servicing costs, the rapidly dwindling profits of 1972 quickly became unsustainable losses and, in 1973, facing imminent bankruptcy, a controlling interest was sold to a investment group (what would now be called a PE (private equity) company).  The takeover provided the necessary injection of cash but of course involved also the inevitable “restructuring” (lay-offs and cost-cutting), leading to a market perception was of reduced quality and the possibility of Rupp being closed once the new owners worked out an asset-strip would likely be more lucrative than on-going production.  However, defying expectations, product development continued and in 1976 Rupp introduced its “Nitro” line of snowmobiles, now with liquid-cooled Xenoah power-plants.  These were a considerable technical advance and reviews were glowing but development costs had been high and the sector had become crowded; although sales were encouraging, profits became marginal as the machines often had to be sold at a discount.  In 1977, despite the publicity generated by the Rup 440 Nitro being capable of a genuine 80 mph (130 km/h), the company filed for bankruptcy, even a joint venture with the more stable Arctic Cat operation unable to stave off the inevitable.  In 1978, Rupp was wound up.

1974 Rupp Centaur (single seater).  Based on the photographic record, most buyers seemed to have chosen red.

The change in ownership and troubled history of the early 1970s explains the existence of the Centaur.  With an existing product line rendered unsuitable by the sudden decline in the snowmobile market, Rupp needed a new offering that could (1) quickly be developed, (2) be produced using existing assembly lines and (3) be sold at a price acceptable to its market segment and for that roll of the dice, planners settled on a powered-tricycle, a configuration familiar to customizers and specialist applications (police forces, postal services etc).  Rupp was targeting not commercial operators but the recreational market and that the machine would offer better fuel consumption than even small economy cars was an attraction, the project conceived when gas  had become not only suddenly expensive but also often scarce.  Unfortunately for Rupp, the scarcity didn’t last and in retrospect, even if it had, the Centaur’s many impracticalities might anyway have been enough to see it doomed (it was very much a “fun machine” for fine weather and the original version was strictly a single seater; in the recession year of 1974, it was not a compelling formula).  Although priced at US$1,700, for what one got, the cost-breakdown didn’t make sense for most because a small Toyota or Datsun could the leave the showroom for as little as US$2,800 and for that buyers got something that could seat five under a roof with a radio and heater.  Fun came at a cost and too few were prepared to pay the price.

1975 Rupp Centaur (two seater).

There was also the Centaur’s mechanical specification.  Designed originally to use the Volkswagen Type 1’s (Beetle) 1,285 cm³ (78 cubic inch) flat-four engine & transmission, the two companies couldn’t agree to terms so the tricycles were released with a 336 cm³ (21 cubic inch) two-stroke Kohler twin from the snowmobile line.  The fuel consumption certainly was low but while in the lightweight Centaur the VW engine would have delivered sparkling performance with an entertaining ability to cruise at 75 mph (120 km/h and by 1974 anyway unlawful because of a 55 mph (88 km/h) speed limit imposed nationally in as a “fuel-saving measure” by Richard Nixon (1913-1994; VPOTUS 1953-1961 and POTUS 1969-1974)), with the little two-stroke, only (a claimed) 55 mph was possible and at that speed the engine was very busy (and noisy), one reviewer remaking “one can almost hear it wearing out”.  Compounding the problem, the centrifugal clutch for the automatic transmission (an apparatus that had been a paragon or reliability in snowmobiles) proved troublesome when handing the greater weight of the Centaur and the forces transmitted by the relatively wide contact area of the tyres.

Elvis Presley with 1975 Rupp Centaur, Memphis, Tennessee, 1975.  Keeping a cigarette burning while riding a motorcycle is a reasonable achievement.

Additionally, despite the minimalism of the body structure, flaws in the design (apparently a miscalculation of lateral loadings) meant the fibreglass had a tendency to crack, leading buyers unhappy and Rupp with expensive warranty claims.  It took not long for Rupp to work out the Centaur was not going to be the company's saviour but while a re-design was impossible and Volkswagen refused to lower the price of its engines, some adaptation was possible and in 1975 a two-seat version was released, obviously doubling the seating capacity but further adding to the weight and thus the load on the anyway hard-working engine and its vulnerable clutch.  Given all that Rupp probably did well to sell some 1,200 of the things over two years (although some are documented as lingering (discounted) on dealers’ lots as late as 1977).  One discerning buyer with a taste for the unusual was Elvis Presley (1935-1977) who purchased his in the summer of 1975 (it’s on display at Graceland) but he found the performance unsatisfactory (he was by then quite bulky which wouldn’t have helped) and after a few weeks replaced it with Super Cycle Stallion tricycle, powered by a Volkswagen flat-four.  It’s not known whether Elvis’s dissatisfaction with his Centaur was ever so intense he shot the thing (as he did when his De Tomaso Pantera refused to start) but his feelings were not unique because a number of the surviving Centaurs have been re-powered with Volkswagen engines and at least two have been converted to electric propulsion.

In art

Stormy Daniels (2019) drawing in ink, correction fluid & graphite on paper, by Robert Crumb (b 1943).  The image is available on the “Stormy Tee Shirt” (in black or pink) from Platform Art with 10% of sales revenue going to Safe Horizon, a New York-based organization supporting victims of domestic violence and sexual assault. 

It’s not known if  Donald Trump (b 1946; POTUS 2017-2021 & since 2025) is a student of Greek mythology (stranger things have happened) but he did provide us with his unique vision of the half-horse, half-human beast, labeling content provider, actress & director Stormy Daniels (Stephanie Gregory Clifford; b 1979) “horse face”.  In May, 2024, the memorable phrase returned to the news as matters came before court related to “hush money” allegedly paid to Ms Daniels (on behalf the of the President) in exchange for her maintaining a silence about a certain “intimate encounter” they had shared, their apparently brief tryst including her spanking him on the butt with a rolled-up magazine featuring his picture on the cover.  Mr Trump denies not only the spanking but the very encounter, claiming it never happened.  To give a flavor of the proceedings, at one point counsel asked Ms Daniels: “Am I correct in that you hate President Trump?” to which she replied: “Yes.”  No ambiguity there and although not discussed in court, her attitude may not wholly be unrelated to Mr Trump’s rather ungracious description of her as “horse face”.  Really, President Trump should have been more respectful towards a three-time winner of F.A.M.E.'s (Fans of Adult Media and Entertainment) much coveted annual “Favorite Breasts” award.

Death of a Centaur (1912), oil on canvas by Arthur Lemon (1850–1912).  For Lemon, the Centaur was what would now be called his "spirit animal" and the work was painted when he was close to death. 

Born on the Isle of Mann, Arthur Lemon spent his childhood in Rome before moving to California to work as a cowboy; there he became a devotee of what he would call en plain air (by which he meant “an outdoor life”).  Later he would return to Europe to study art and for the rest of his life he would travel between Italy and England where regularly he staged exhibitions at London's Royal Academy; his work most associated with scenes of the Italian countryside and the daily lives of the rural peasantry.  Lemon's fine eye for painting a Centaur was a thing of practice.  He became close friends with English artist Henry Scott Tuke (1858–1929), noted for his prolific output of works in the Impressionist tradition focused on nude adolescent boys and during the 1880s the pair for a time lived Florence where they “spent time sketching male nudes in the Italian sunshine.”  

The Wooing of Daphnis (exhibited 1881), oil on canvas by Arthur Lemon.

Daphnis possessed the youthful beauty of the kind idealized by Tuke and the many nymphs who so adored him.  A victim of that beauty, his life ended badly.  The artistic approach of Lemon and Tuke was interesting in that their nude youths often were shown in a contemporary setting and in that they differed from the many paintings and sculptures of Ancient Greek gods and mythological which, historically, enabled an exploration of the male nude without upsetting public decency; what Lemon and Tuke especially did was eroticise their young subjects.  From his time as a cowboy, Lemon was well acquainted with the physicality of the horse and knew from his studies that in Greek art Centaurs often were depicted as highly sexed figures; being not wholly human, Centaurs could be treated as creatures able to ignore the strict moral expectations of society and accordingly, formed their own community.  Lemon and Tuke in their own ways noted this and both took the Centaur as something of a model although while Lemon devoted much of his energy to painting horses, Tuke’s attention on the nude male youth was obviously his obsession.  After decades of little interest, in the more permissive atmosphere of the 1970s, Tuke emerged as a cult figure among those collecting gay-themed art but Lemon remained a footnote as a minor artist of rural life.

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 the “pillared hardtop” designation 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.