Porch

Porch (pronounced pawrch or pohrch)

(1) In architecture, an exterior appendage to a building, forming an approach to a doorway, now usually with a roof which may be separate or an extension of that of the main structure; if walls are included, a porch is said to be “vestibule-like”.

(2) An exterior roofed gallery, often partly enclosed; a veranda.

(3) As “the Porch”, the portico or stoa in the agora of ancient Athens, where the Stoic philosopher Zeno of Citium and his followers met.

(4) Applied loosely (often in commerce, especially the real estate business), similar structures such as porticos, balconies, decks, verandas and such.

(5) In aerospace engineering, the platform outside the external hatch of a spacecraft.

1250–1300: From the Middle English porche (covered entrance; roofed structure, usually open on the front and sides, before an entrance to a building), from the Old French porche (porch, vestibule), from the Latin porticus (covered gallery, covered walk between columns, arcade, portico, porch), from porta (city gate, gate; door, entrance), from the primitive Indo European root per- (to lead, pass over).  In the Old English the Latin form was borrowed as portic.  By the late fourteenth century, a porche was understood as a “covered walk or colonnade on the front or side of a building”; by the early 1830s it was used in the US for the structures described in the UK as verandas.  Porch and porchful are nouns, porchless, porchlike & porched are adjectives; the noun plural is porches.

Porch swingers.

Vice-Admiral William Raborn (1905-1990; Director of Central Intelligence, 1965-1966, left) and Lyndon Johnson (LBJ, 1908–1973; POTUS 1963-1969, right), sitting on porch swing on the porch of LBJ's boyhood home near Stonewall, Texas, 1965.  Admiral Raborn was a gallant sailor with a fine record but wholly was unsuited handling the politics demanded in the role of heading the CIA and served as the nation's chief spy for little more than a year.  If LBJ appears happy, it's likely because recently he'd been elected POTUS in one of the largest landslides recorded and the troubles caused by the war in Vietnam have yet to consume his presidency.

Some variants of porch are obvious: A “back porch” is a porch at the back of a structure (typically a house) while a “front porch” is at the front; any building with a porch may be described as “porched” (used usually as a modifier).  In architecture there are also what might be called “side porches” but the term is not in general use.  A structure is “porchless” if designed or built without a porch while an “outporch” is a now archaic term meaning “an exterior porch”; it’s of minor interest to historians of architecture because it suggests there was a time free-standing structures also were thought of as porches.  A “porchful” is “the quantity of stuff said to “fill a porch”, those items typically being “porch chairs” or “porch swing” (a seat with armrests and a back, built usually for two, and suspended from the ceiling with hooked chains (or cables) enabling it to rock back & forth.  Collectively such items could be styled “porch furniture” although “patio furniture”, “deck furniture” & “outdoor furniture are now in more common use.  All these pieces might be illuminated by a “porch light” (also as “porch-light” & “porch lamp”, a wall or ceiling-mounted light, often fitted with a protective grill).  Once such accessories have been placed, that constitutes one’s “porchscape” and although tables are not uncommon on larger porches, the term “porch table” seems not to be a thing.

A house with “wrap-around porch”, part of which (left) has been converted to a “sunporch” by the addition of glass panes.

The term “porchway” did not (as the name might suggest) describe an “extended or elongated porch” but was simply a synonym of porch; use is now thought archaic.  A “snow porch” was an enclosed but un-heated structure which was a feature in arctic areas or other places with very cold climates.  Snow porches were accessible from within a dwelling and typically used as storage for firewood and such, the advantage compared with an outside shed being those within didn’t have to walk outside in the cold to fetch a load.  Unlike a “sunroom” (a windowed room optimized for receiving natural light), a “sunporch” was a conventional porch to which windows (sometimes able to be opened) had been added.  In nautical use, a “wetporch” (also called a “moon pool”) was a feature in the hull of a vessel used for lowering equipment into the sea below.  Although used in a number of sub-surface environments and underwater habitats, the structures are most associated with off-shore mining and oil extraction, frequently seen on marine drilling platforms.

117 South Hervey Street, Hope, Hempstead County, Arkansas.

This is the house in which Bill Clinton (b 1946; POTUS 1993-2001) spent the first four years of his life.  In June 1997, it was opened to the public as President William Jefferson Clinton Birthplace Home National Historic Site which was a little opportunistic, his actual birth happening at Hope's now-demolished Julia Chester Hospital, the site now occupied by a funeral home.  The house's porch would be called a “front porch” and although when young Mr Clinton doubtless spent much time “on the porch”, later in life he didn't always “stay on the porch”.

A variant style was the stoop (raised open platform before the entrance of a house, approached by steps and thus neither a veranda nor a porch) and elements of the concept can be seen even in the dwellings uncovered in archaeological digs of prehistoric settlements but stoops seem first to have been so named in the mid eighteenth century to describe the feature in wooden houses in North America (including Canada which shared many of the building styles of the north-eastern US).  Stoop was from the Dutch stoep (flight of steps, doorstep, threshold), from the Middle Dutch, from Proto-Germanic stap- (step).  The Dutch form evolved in South African English as stoep, first recorded in 1797 although oral use may pre-date this.  Stoep was an element of the slur “stoep-sitter” which described a “habitually idle person who spends all day lounging on his stoep”.  Despite being a South African coining, it seems not to have been directly exclusively towards the non-white population, unlike the equivalent form from the US: “porch monkey” (a lazy black person characterized as idling away the hours sitting on a porch).  A modern coining was “porch pirate” (a criminal who practices “porch piracy”, stealing from porches packages delivered by a courier).  Although not a new class of crime, instances have soared with the increasing popularity of on-line shopping and the pattern seems mostly to be opportunistic; porch pirates driving around high-income neighborhoods and stealing whatever cartons are observed, a risky approach in the age of ubiquitous domestic CCTV systems.  However, law enforcement agencies have revealed their analysis indicates some porch piracy may be facilitated by “inside information” with porch pirates “tipped off” (by those somewhere in the supply chain) about desirable or high-value deliveries.

What used to be Standard Christian church architecture.  A narthex is a particular type of porch, many churches having a narthex and one or more porches. 

In church architecture, although Christian churches often had one or more porches, a special case was the narthex, an enclosed passage at the west end of a basilica or church, usually at right angles to the nave and located between the main entrance and the nave.  Theologically (and historically, thus socially), the significance of the narthex in many early Christian and Byzantine basilicas & churches was as well as being a conventional “lobby area”, it was place penitents were required to remain.  Although the archaeological record suggests there may have been some early churches with annexes or even small separate structures located nearby which fulfilled the latter function, narthexes seem quickly to have been integrated.  That means that structurally and architecturally, a narthex was part of the building but theologically was not, its purpose being to permit those not entitled to admission as part of the congregation (mostly catechumens and penitents) nevertheless to hear the service and (hopefully) be encouraged to reform their ways and pursue communion.  For ceremonies other than services, the narthex was otherwise a functional space, the church’s baptismal font often mounted there and in some traditions (both Eastern & Western) worshipers would sometimes anoint themselves and their children with a daub of holy water before stepping foot in the nave; some branches of the Orthodox Church use the narthex for funeral ceremonies.  There were also architectural variations in the early churches which persisted in larger building and cathedrals, the narthex divided in two, (1) an esonarthex (inner narthex) between the west wall and the body of the church proper, separated from the nave and aisles by a wall, trellis or some other means and (2) an external closed space, the exonarthex (outer narthex), a court in front of the church façade with a perimeter defined by on all sides by colonnades.

In the Western Church, reforms removed the requirement to exclude from services those who were not full members of the congregation which of course meant the narthex technically was rendered redundant.  However, the shape churches had assumed with a narthex included had become part of Church tradition so architects continued to include the space, both as part of the nave structure and something semi-separated.  They attracted a number of names, borrowed mostly from secular buildings including vestibule, porch, foyer, hallway, antechamber, anteroom, entrance, entry, entryway, gateway, hall, lobby, portal & portico, the choice dictated sometimes by local tradition, sometimes by the nature of construction and sometimes the choice seems to have been arbitrary.  In the Eastern Orthodox Church, the esonarthex and exonarthex retained distinct liturgical functions, some rituals terminating in the exonarthex while services still exclusively penitential services are usually chanted in the esonarthex.  In dialectal northern English, the casual term for the penitents forced to remain in the narthex was “the narts”.

A example of a portico: 1500 San Ysidro Drive, Beverly Hills, Los Angeles.  Lindsay Lohan livered here for a while during “troubled starlet” phase.

Because there are so many ways porchlike structures can be described, word nerds with a fondness for architecture do like to correct the linguistically sloppy.  In a diary note of 28 June, 1954, documenting an evening in the British Embassy in Washington DC, Winston Churchill’s (1875-1965; UK prime-minister 1940-1945 & 1951-1955) doctor (Lord Moran (Charles Wilson, 1882-1977; president of the Royal College of Physicians 1941-1949, personal physician to Winston Churchill 1940-1965) recorded telling his patient: “I hope you did not get cold sitting on the balcony in the chill night air.”  “Portico, not balcony, Charles.” he was corrected with a “mischievous smile”.

Porte-cochère of the Jing An Shangri-La Hotel, Shanghai, PRC.  This porte-cochère features what may be the ultimate porch light.  Such lighting structures have been made possible by LED (light emitting diode) technology; before LED's such a thing would have been too maintenance-intensive because of the limited life of bulbs or tubes. 

If a portico sits above a space where vehicles draw up for passengers to alight it becomes a porte-cochère, something now most associated with hotels or the forecourts of commercial buildings.  If a walkway is of any length with a roof supported by rows of pillars, that is a colonnade.  The car is a Mercedes-Benz S-Class (W221, 2005-2013, specifically, a “facelift” version (2009-2013)).  A special version of the W221 (S 300 L) was produced for markets in the Far East which combined the LWB (long wheelbase) platform with the 3.0 litre (183 cubic inch) V6; it was essentially a LWB version of the S 280 (which also, despite the name used the 3.0 V6) sold in many other markets.  The S300 L was produced for the hotel trade and other operators of limousines who didn't want either thirsty V8s or V12s or the less refined diesels.

Lindsay Lohan on a balcony.  Although in general use the terms for such structures are applied loosely, in architecture, a balcony is accessible structure extending from a building and without roof.  Even if a balcony party is covered by a small eave, it is still not a porch.

A portico is best described as an “architectural porch leading to the entrance of a building” so not exactly a “big porch” although most tend to be large scale.  A noted feature of the buildings of Antiquity, a portico is defined by having a roof structure atop a walkway and although many architecture guides insist this must be supported by supported or enclosed within walls, a roof protruding from a building with no such ground-based anchorage (a favourite trick of architects in the mid-twentieth century) can be thought a portico if there’s some sort of walkway beneath.  The essential feature is the provision of shelter from the elements.  Those seeking a bit of visual grandeur (not only the McMansion crew) sometimes will add a pediment (a triangular upper part) atop but architects caution this can look absurd or pretentious on smaller structures because the sense of proportion works best at scale.

The colloquial phrase “hard dog to keep on the porch” is a lament used (perhaps often resignedly) by women of their husband’s or boyfriend’s chronic infidelity, describing men who are unfaithful and generally “difficult to keep an eye on.”  Although long in idiomatic use in the Southern US, in 1999 it came to wider attention when used by crooked Hillary Clinton of her husband, serial philander Bill Clinton.  Crooked Hillary must have picked up the expression while living in Arkansas; she began her ascent of the political and financial ladder by marrying Bill Clinton and with every election of him there as attorney-general (1977-1979) or governor (1979-1981 & 1983-1992), voters received a free copy of crooked Hillary.  When he became POTUS, she remained part of the package as FLOTUS 1993-2001, the consensus among political scientists that “he’d never have made it without her and vice-versa”.  Wives often of course do sometimes leave husbands who refuse to “stay on the porch” but crooked Hillary stayed and that was a defensible decision because, like many transactional relationships, the choice of “stay or go” is a thing of cost-benefit analysis; in a marriage, like most of life, for everything you do there’s a price to be paid.  

Problem-solver crooked Hillary finds a solution.

Crooked Hillary Clinton (b 1947; FLOTUS 1993-2001, far left), Chelsea Clinton (b 1980; FDOTUS 1993-2001, centre left), Bill Clinton, centre right) and Buddy (1997-2002; FD²OTUS 1997-2001, far right), strolling over the White House lawn, prior to a two-week vacation at Martha's Vineyard, Massachusetts, 18 August 1998.  Unfortunately, crooked Hillary's expectation she'd found a companion loyal enough to “stay on the porch” wasn't realized, Buddy killed in a road accident outside the Clintons' home in Chappaqua, New York after running off to chase a car (though the vehicle wasn't one of the rare Monica 560s).  Whether to this day crooked Hillary blames her husband for “giving Buddy ideas” isn't known but certainly, he set the dog a bad example. 

What Can I Say (1983), original vinyl pressing by Gail Davies.  Record store staff weren’t always fastidious when applying the adhesive promotional stickers.

South of the Mason-Dixon Line, the expression must also have had some currency in the form “hard dog to keep under the porch” which indicates, at least in some cases or places, the particular significance of the architectural space was the roof rather than the floor.  The C&W (Country & Western) song You're a Hard Dog (To Keep Under the Porch) was co-written by Susanna Clark (1939–2012) and the extraordinarily prolific (credited with over 4000 C&W songs) Harlan Howard (1927-2002); it was first recorded by Gail Davies (b 1948) and released on What Can I Say (1983), her fifth studio album (a question mark not used in the album’s title).

Porch joke

An unemployed man went door-to-door, seeking jobs.  Impressed by the work-ethic, after agreeing an hourly rate, one resident handed him a brush and two large cans of green paint, telling him: “You can go and paint the porch out back.”  Three hours later the man returned and said: “I done finished the painting mister and I done a good job but I swear to you sir, that ain’t no Porsh, it be a Ferrari.”  In the original German, Porsche is pronounced with two syllables (Paw-shuh), not the sometimes heard, single syllable Porsh.  In German, the final “e” is pronounced as a short uh.

Some paint required: 1954 Ferrari 500 Mondial, as sold (top left) and on-track in period (top right) and 1972 Dino 246 GT, fire damaged (bottom left) and a 1972 246 GT in Medium Green Metallizzato over Nero leather (bottom right).  It's believed the factory finished only 21 of the 2,295 246 GTs coupés or 1,274 246 GTS spyders (targas) in Medium Green Metallizzato but another shade of green, Verde Medio Nijinsky, was rarer still, only three of those leaving the line.  The Dino was advertised for sale at US$129,500 and was sold although the price paid was not disclosed.  The wrecked 500 Mondial (the second one built and one of 13 examples with Pininfarina spider coachwork) at auction in August 2023 realized US$1.875 million.  It has yet to resurface, restored or otherwise.

A classic Queenslander with the porches the locals tend to call verandas.  Many Queenslanders were built on stilts: (1) to encourage natural cooling, (2) as a form of flood mitigation, (3) to facilitate easier pest and termite control and (4) to make hilly sites adaptable to house construction.

The term “vernacular architecture” entered the jargon of the profession in 1964 after being coined by Austrian-born US architect Bernard Rudofsky (1905–1988).  It describes indigenous designs or methods of construction that evolved organically to suit local climates, available construction materials, social traditions and specific human needs.  In Queensland, Australia, the signature “vernacular architecture” was and remains the “Queenslander” although they’re less common than in their heyday.  In its classic form, a Queenslander can be imagined as a “house with a wrap-around porch” although the local term has long been “veranda”.  At scale, the style seems to have emerged in the 1840s as the optimal way, for a given footprint, to maximize air-flow and reduce internal temperatures, things of consequence in the sub-tropics and, in the age before electricity (let alone air-conditioning) much appreciated by British & European migrants from more temperate, less humid regions.  Much of Queensland also was subject to hard rain and the verandas provided expansive living, eating and even sleeping spaces which could be used rain, hail or shine.  Snow and ice rarely was an issue.

The Erechtheion and the Caryatid Porch

The Erechtheion on the Acropolis, Athens, Greece.

One of the world’s most famous porches is the most striking feature of the Erechtheion (from the Ancient Greek Ἐρέχθειον (Erékhtheion)), an Ancient Greek Ionic temple-telesterion on the north side of the Acropolis, dedicated to the goddess Athena.  Built late in the fifth century BC, the Erechtheion was one of the first major projects following the devastation of the Greco-Persian Wars, the re-building of the Acropolis thus vested with all the symbolic ambition of a “civilization reborn”.  Given that, while the mathematically precise lines of the Parthenon impart a projection of order, rationality, and imperial confidence, the Erechtheion seems architecturally anarchic but it too was a piece of messaging, preserving ancient, sacred traditions within the new Classical architectural.  Unlike so many of the neat, consistent, often symmetrical structures which have survived from Antiquity, the Erechtheion is an architectural outlier because the design needed simultaneously to solve several political, religious and topographical problems.  Even today, it would be a challenge on the site to fulfil the demands while achieving the symmetrical perfection normally associated with Classical Greek temples.  For those reasons, anyone undertaking a tour of Roman and Greek ruins would, on first sight, find the Erechtheion startling, the look fragmented and seemingly so improvised many might assume additions have over the years been “tacked-on”.  The irregularity was deliberate, the location not being dedicated to a single deity; as well as honoring King Erechtheus, the architects were compelled to incorporate several ancient cult sites and sacred objects associated with Athena, Poseidon, and a grab-bag of local heroes and ancestral cults.

From the right angle, on the right day the Erechtheion can make a memorable photograph.

Mostly though, despite the name, the myth most celebrated was the legend of the site being the place where Athena and Poseidon competed for patronage of Athens, dedicated cultists holding the soil contained physical remnants of the epic contest including a sacred salt-water spring, Poseidon’s trident mark etched in the rock and Athena’s olive tree.  Because these relics of the past were in architecturally inconvenient places, the structure of the Erechtheion had to be “built around them”, thus precluding the simple rectangular floor plan and associated motifs which are such a marker of the temples from Antiquity.  The topography was also significant, the Acropolis rock beneath sloping sharply, meaning the surface was uneven.  As a piece of civil engineering this could of course have been levelled (if one had enough time and slaves, mountains could be moved) but that would have disturbed the relics so the work proceeded on what was a most irregular surface.  That made construction more of a challenge but did result in one of Antiquity’s most striking temples, the east and west sides at different heights, the interior chambers located on floors and varied levels and porches are placed asymmetrically, one consequence being it emerging as a complex of interconnected sanctuaries rather than the more familiar, single unified hall.

Within are several shrines, the eastern section dedicated to Athena Polias (Athena of the City), while the western portions were associated with Poseidon-Erechtheus and hero cults (best thought of as “best supporting actors” in Academy Award (Oscar) terms) meaning the entrances and their associated porches and portici served different ritual functions.  Although the layout and form were dictated by circumstances, in many ways, what was done proved a harbinger for much of public architecture in the centuries to come as the shape of “multi-function” buildings began increasingly to include physical segregation between spaces in both the horizontal and vertical with separate provisions for ingress and egress.  So while not “geometrically pure” in the Greek way, there’s an organic charm to the Erechtheion although Athenian citizens upon a first sight must have thought it peculiar or even weird architecture; the “shock of the new” is not unique to modernity.

The Caryatid Porch, the Porch of the Maidens.

The structure’s most famous and oft-photographed feature is the south porch, supported by a half dozen sculpted female figures: the Caryatids.  Caryatids was from the Middle French cariatide, from the Latin caryatides, from the Ancient Greek Καρυάτιδες (Karuátides), the noun plural of Καρυᾶτις (Karuâtis) (a priestess of Artemis, female figures used as bearing-shafts), from καρυατίζω (karuatízō) (dance the Karyatid festival dance) from Καρύαι (Karúai) (a town in Laconia with a temple of Artemis and the site of festivals in her honor).  The orthodox etymology is disputed by some scholars but the literal translation of karyatides is “maidens of Karyai” (an ancient Peloponnese settlement) and the young ladies from there were legendarily beautiful & healthy (and thus ideal “breeding stock”, good genes then as sought in mothers as they were in livestock).  In the language of architecture, caryatids were sculpted female figures used as supports in the manner of a column or pillar.  By necessity of physics, most caryatids supported the entablature (all of that part of a classical temple above the capitals of the columns; includes the architrave, frieze, and cornice but not the roof) on the head rather than the raised arms often seen in free-standing statutes, this done for reasons of structural integrity rather than aesthetics although it was a nod also to the notion of the girls of Karyai often being depicted as a canephora (basket-bearer), carrying to feasts of the goddesses Athena and Artemis fruits, nuts or sacred objects in woven cane baskets they placed on their heads.

The Parthenon on the Acropolis, Athens, Greece.

The Parthenon is the classic example of the Greek temple and more representative of the type than the Erechtheion.  It was proto-second wave feminist comrade Chairman Mao (Mao Zedong 1893–1976; chairman of the CCP (Chinese Communist Party) 1949-1976) who reminded Chinese men “Women hold up half the sky” although he made the famous remark in 1968 at the height of the Cultural Revolution (1966-1976) which makes for an amusing historical juxtaposition.  Still, it does suggest that even if contemporary Athenians might have thought the Erechtheion a bit weird, the sight of a half-dozen young ladies holding up a roof built by a culture which was patriarchal (as was then the way) would have pleased the comrade Chairman who’d have felt assured the architects were good Maoists, the PRC’s (People’s Republic of China) first constitution (1954) implying gender equality in Article 85 (Citizens of the People's Republic of China are equal before the law) and made explicit in Article 86 (Citizens of the People's Republic of China are equal before the law) & Article 96 (Women in the People's Republic of China enjoy equal rights with men in all spheres of political, economic, cultural, social and domestic life).  Reading the PRC’s 1954 constitution, it clear the place was as much as a paradise for citizens as the Soviet Union must have been based on comrade Stalin’s (1878-1953; Soviet leader 1924-1953) 1936 constitution although in Article 86 of the PRC’s document it was mentioned rights could be denied to those the state declared “insane”, a clause which proved handy over the years, as did a similar provision in the USSR.

The Parthenon, Centennial Park, Nashville, Tennessee.

Designed by architect William Crawford Smith (1837–1899), the Parthenon which stands in Centennial Park, Nashville, Tennessee, was built in 1897 as part of the Tennessee Centennial Exposition.  A full-scale reproduction of the original, it's now an art museum and in the Treasury Room are displayed plaster replicas of the Parthenon Marbles, cast from the original sculptures.  In the nineteenth century, Nashville was one of a number of cities around the world often styled "the Athens of the South" and this doubtless had some influence on the choice of the building as the exposition's centrepiece but while some of the other structures erected for the event were in the style of buildings from antiquity, the Parthenon was the only one to use exact dimensions.  The 1897 structure was intended to last only for the duration of the exposition and was thus built with plaster, wood & brick but such was the local support for its retention it was left standing, soon beginning to deteriorate.  By 1920 however it was a noted tourist attraction and had become accepted as a feature of the city so, on the same foundations, it was rebuilt in concrete, the project completed in 1931.  Concrete however doesn't possess the same qualities of durability as granite and marble so for the replica to maintain its appearance and structural integrity, progressive replacements of components will be required, engineers noting the essentially modular nature of the construction means it may never need wholly to be re-built.  If it endures long enough, it may end up as something of a Ship of Theseus.

The new headquarters of the state media’s China Daily during construction.  When finished if looked less confronting but one can see why the President Xi knew there had to be a good, hard crackdown on “weird architecture” being erected.

Much in the PRC has of course changed since comrade Chairman Mao’s time although gender equality remains constitutionally entrenched and that no women ever have made it to the Politburo’s ruling Central Committee may simply reflect them not trying hard enough, after all, during all those decades the One-Child Policy (1980-2016) was in effect, it’s not as if they could complain about the demands on their time made by raising a large family.  Still, the spirit of “Women hold up half the sky” must remain current thought in Beijing but whether President Xi Jinping (b 1953; General Secretary of the CCP & paramount leader of the PRC since 2012) would have approved of either the maidens of the Caryatid Porch "holding up all the roof" or the Erechtheion’s many other architectural idiosyncrasies may be doubtful.  As early as 2014, not best pleased by the stylistic exuberance seen in China's recent skyscrapers, Mr Xi called for an end to what he called “weird architecture”, telling planners buildings should be “suitable, economic, green and pleasing to the eye” rather than “oversized, xenocentric & weird”.  It might be concluded that while he’d have admired the elegant simplicity of the lines of the Parthenon, Mr Xi would have used of the Erechtheion the same critique he may (in words echoing an earlier critic of aesthetics) have levelled at what he was seeing on the Beijing skyline: “muddle, chaotic, dissonant, confused and intentionally ugly”.  China’s architects he may have accused of building stuff that was “weird” but, well-skilled at reading between the CCP's lines, they’d have understood they’d just been labeled “formalists”.  Carefully, they took note.

Now replicas but, thousands of years on, still doing the job.

Although at the time the caryatids were a highly unconventional addition to a major temple, as an architectural motif, they were not unique as replacements for columns or pillars, the later male versions being the telamon or atlas; unlike the caryatids, the male analogues sometimes were carved on a vast scale.  Nor was the structural technique only anthropomorphic, roofs sometimes supported by renderings in the shape of swords, serpents, fish or other wildlife although what some Instagrammers may not realize is the figures today dutifully holding up the roof of the Erechtheion’s Caryatid Porch are immaculately rendered reproductions, the originals safely preserved as displays in the Acropolis Museum except for one which sits in the British Museum.  That one was “obtained” by Lord Elgin (1766–1841) during his expeditions to Greece between 1800-1803 when he “purchased” (disputed by the government of Greece which suggests something like “plundered”) what came to be known as the “Elgin Marbles”.

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).

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

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 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 solid.  In the mid-1990s, the decades-old idea of the folding metal roof was revived as an alternative to fabric.  The engineering was sound but some manufacturers have 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.

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 cars followed but it wasn't until 1957 one was sold in any volume, Ford's Fairlane Skyliner, using a system Ford developed but never used for the Continental Mark II (1956-1957) was an expensive top-of-the range model for two years.  It was expensive for a reason: the complexity of the electric system which raised and lowered the roof.  A marvel of 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 two-year run, nearly fifty-thousand were built.  The possibilities of nomenclature are interesting too.  With the hard top 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 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.

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 famous heavyweights.  Many owners used trolley or ceiling-mounted hoists, some even electric but not all had the space, either for the hardware or the detached roof.

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 or standard-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, 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 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 that era 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, to 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 (it would have had to use 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) and XJ-S (later XJS) (1975-1996).

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 it's well-documented history.  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; US president 1963-1969) who would use it 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 marvel 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) 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.

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 (429 cubic inch) (the Eldorado soon enlarged to 8.2 (500)) V8s 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 (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 (partial toplessness): 1973 Triumph Stag in Magenta (left) and 1972 Porsche 911 Targa in silver (right).  The lovely 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 in 1955-1956, 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 "coupes" 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.