Coupe

Coupe (pronounced koop or koo-pey (the latter used even if spelled without the “é”)).

(1) A closed, two-door car, sometimes on a shorter wheelbase than the four-door version on which they’re based.

(2) A four-door car with a lower or more elongated, sloping roofline than the model on which it’s based.

(3) An ice cream or sherbet mixed or topped with fruit, liqueur, whipped cream etc.

(4) A glass container for serving such a dessert, usually having a stem and a wide, deep bowl (similar in shape but usually larger than a champagne coupe).

(5) As champagne coupe, a shallow, broad-bowled saucer shaped stemmed glass also often used for cocktails because of their greater stability than many a cocktail glasses.

(6) A short, four-wheeled, horse-drawn, closed carriage, usually with a single seat for two passengers and an outside seat for the driver.

(7) The end compartment in a European diligence or railroad car with seats on one side only.

(8) In commercial logging, an area of a forest or plantation where harvesting of wood is planned or has taken place.

(9) In military use, as coupe gorge (a borrowing from French (literally “cut-throat”), any position affording such advantage to an attacking formation that the troops occupying it must either surrender or be “cut to pieces”.

(10) In various sports, a cup awarded as a prize.

(11) A hairstyle (always pronounced coop) which typically features shorter sides and back with longer hair on top.

1825–1835: From the French coupé (low, short, four-wheeled, close carriage without the front seat, carrying two inside, with an outside seat for the driver (also “front compartment of a stage coach”)), a shortened form of carrosse coupé (a cut-off or shortened version of the Berlin (from Berliner) coach, modified to remove the back seat), the past participle of couper (to cut off; to cut in half), the verbal derivative of coup (blow; stroke); a doublet of cup, hive and keeve, thus the link with goblets, cups & glasses.  It was first applied to two-door automobiles with enclosed coachwork by 1897 while the Coupe de ville (or Coup de ville) dates from 1931, describing originally a car with an open driver's position and an enclosed passenger compartment.

The earlier senses (wicker basket, tub, cask) date from 1375–1425, from the Middle English, from the Anglo-French coupe & cope, from the Old French coupe, from the Medieval Latin cōpa (cask), from the Latin cūpa (cask, tub, barrel), the ultimate source of the modern “cup” (both drink vessels and bras).  The Middle English cǒupe was from the Old Saxon kûpa & côpa, from the Old High German chôfa & chuofa, again from the from the Medieval Latin cōpa from the Latin cūpa.  It described variously a large wicker basket; a dosser, a pannier; a basket, pen or enclosure for birds (a coop); a cart or sled equipped with a wicker basket for carrying manure etc; a barrel or cask for holding liquids.  The obvious descendent is the modern coop (chickens etc).  Coupe is a noun; the noun plural is coupes.

Marie Antoinette and the unrelated champagne coupe.

The “coupe” hair-style (always pronounced coop) is one which typically features shorter sides and back with longer hair on top, the modern interpretations making a distinct contrast between the shorter and longer sections, the aim being the creation of sharp lines or acute angles.  The longer hair atop can be styled in various ways (slicked back, textured, or even the messy look of a JBF.  Historically, the coupe hairstyle was associated with men's cuts but of late it’s become popular with women, attracted by the versatility, low maintenance and the adaptability to suit different face shapes, hair types and variegated coloring.  Because outside the profession, there’s no obvious link between “coupe” and hair-styles, the term “undercut” is often used instead.  Unfortunately, despite the often-repeated story, there seems little to support the claim the wide-mouthed, shallow-bowled champagne coupe was modelled on one of Marie Antoinette's (1755–1793; Queen Consort of France 1774-1792) breasts.

Harold Wilson (1916–1995; UK prime minister 1964-1970 & 1974-1976) outside 10 Downing Street with his official car, a Rover 3.5 saloon.

In automobiles, by the 1960s, the English-speaking world had (more or less) agreed a coupe was a two door car with a fixed roof and, if based on a sedan, in some way (a shorter wheelbase or a rakish roof-line) designed put a premium on style over utility.  There were hold-outs among a few UK manufacturers who insisted there were fixed head coupes (FHC) and drop head coupes (DHC), the latter described by most others as convertibles or cabriolets but mostly the term had come to be well-understood.  It was thus a surprise when Rover in 1962 displayed a “four-door coupe”, essentially their 3 Litre sedan with a lower roof-line and a few “sporty” touches such as a tachometer and a full set of gauges.  Powered by a 3.0 litre (183 cubic inch) straight-six, it had been available as a four-door sedan since 1958 and had found a niche in that part of the upper middle-class market which valued smoothness and respectability over the speed and flashiness offered by the rakish Jaguars but, heavy and under-powered by comparison, even its admirers remarked on the lethargy of the thing while noting it was fast enough to over-tax the four-wheel drum brakes.  The engine did however set standards of smoothness which only the Rolls-Royce straight-sixes and the best of the various straight-eights could match but by 1959, both breeds were all but extinct so the Rover, with its by then archaic arrangement using overhead inlet and side-mounted exhaust valves had at least one unmatched virtue to offer.

Rover-BRM Gas-Turbine, Le Mans, 1965.

Although obviously influenced by the then stylish 1955 Chryslers, its conservative lines appealed to a market segment where such a thing was a virtue and reflected Rover’s image although it was a company with a history which included some genuine adventurism, their experimental turbine-engined cars in the early post-war years producing high performance, something made more startling by them being mounted in bodies using the same styling cues as the upright 3 Litre.  The company however discovered that whatever the many advantages, they suffered the same problems that would doom Chrysler’s turbine project, notably their thirst (although turbines do have a wide tolerance of fuel types) and the high costs of manufacturing because of the precision required, something hinted at by the Chrysler’s tachometer reading to 46,000 rpm while the temperature gauge was graduated to 1,700°F (930°C).  While such machinery was manageable on warships or passenger jets, to sell them to general consumers would have been too great a risk for any corporation and neither ever appeared in the showrooms although Chrysler’s research continued until 1979 and Rover co-developed a turbine race car which proved its speed and durability in several outings in the Le Mans 24 hour endurance classic.

Chop top: The Rover 3.5 Coupé (P5B).

For the public however, Rover upgraded the 3 Litre in a way which was less imaginative but highly successful, purchasing from General Motors (GM) the rights to the 3.5 litre (2.15 cubic inch), all-aluminum V8 which Buick, Oldsmobile & Pontiac had all used in their new generation of “compact” cars between 1960-1963.  For a variety of reasons, GM abandoned the project (to their later regret) and Rover embarked on their own development project, modifying the V8 to suit local conditions and the availability of components.  Remarkably, it would remain in production until 2006, used by several manufacturers as well as a legion of private ventures in capacity up to 5.0 litres (305 cubic inch) although megalomaniacs discovered that by using a mix-and-match of off-the-shelf parts, a displacement of 5.2 litres (318 cubic inch) was possible.  Lighter and more powerful than the long-serving straight-six, the V8 transformed the 3 Litre although Rover, with typical English understatement, limited themselves to changing the name to “3.5 Litre”, solving the potential of any confusion when the V8 was offered in the smaller 2000 by calling it the “3500”.

Although the factory never released one, privately some 3.5 Coupés have been converted to two-doors and there are even some cabriolets (ie drop head coupes).

Although the new engine couldn’t match the smoothness of the old, the effortless performance it imparted added to the refinement and fortunately, by the time the V8 was installed, disk brakes had been fitted and transformed by the additional power, it became an establishment favorite, used by prime-ministers and Queen Elizabeth II even long after it had been discontinued.  Even by the time the V8 version was released in 1967, it was in many ways a relic but it managed to offer such a combination of virtues that its appeal for years transcended its vintage aspects.  When the last was produced in 1973, that it was outdated and had for some time been obsolescent was denied by few but even many of them would admit it remained a satisfying drive.  One intriguing part of the tale was why, defying the conventions of the time, the low-roof variation of the four-door was called a coupé (and Rover did use the l'accent aigu (the acute accent: “é”) to ensure the “traditional pronunciation” was imposed although the Americans and others sensibly abandoned the practice).  The rakish lines, including more steeply sloped front and rear glass were much admired although the original vision had been more ambitious still, the original intention being a four-door hardtop with no central pillar.  Strangely, although the Americas and Germans managed this satisfactorily, a solution eluded Rover which had to content themselves with a thinner B-pillar.  

One way or another, windows have troubled the English: (1) the “window tax” imposed on houses during the eighteenth & nineteenth centuries a constant irritant to many, (2) the squircle (in algebraic geometry "a closed quartic curve having properties intermediate between those of a square and a circle") windows used in the early de Havilland Comets found to be a contributing factor in the catastrophic structural airframe failures which doomed the thing and the reason why oval windows are used to this day (mathematicians pointing out the Comet’s original apertures were not “quartic” as some claim on the basis of them being “a square with rounded corners”, the nerds noting “quartic” means “an algebraic equation or function of the fourth degree or a curve describing such an equation or function” and (3) even by the mid 1970s, Jaguar couldn’t quite get right the sealing on the frameless windows used on the lovely “two-door” versions (1975-1978)of the Jaguar & Daimler XJ saloons (which the factory insisted were NOT a coupé, presumably to differentiate them from the long-serving (1975-1995) but considerably less lovely XJ-S (later XJS).

Lindsay Lohan with Porsche Panamera 4S four-door coupe (the factory doesn't use the designation but most others seem to), Los Angeles, 2012.

The etymology of coupe is that it comes from couper (to cut off) but the original use in the context of horse-drawn coaches referred to the platform being shortened, not lowered but others have also been inventive, Cadillac for decades offering the Coupe De Ville (they used also Coupe DeVille) and usually it was built on exactly the same platform as the Sedan De Ville.  So Rover probably felt entitled to cut where they preferred; in their case it was the roof and in the early twentieth century, the four-door coupe became a thing, the debut in 2004 of the Mercedes-Benz CLS influencing other including BMW, Porsche, Volkswagen and Audi.  Whether the moment for the style has passed will be indicated by whether the current model, the last of which will be produced in August 2023, will be replaced.

Hooptie

Hooptie (pronounced hoop-dee or whoop-dee (contested))

In slang, an old, worn-out car.

Circa 1960s: The slang hooptie is used to describe an old, battered car.  The origin is uncertain but it’s thought to have originated in African American urban vernacular sometime in the second half of the twentieth century.  The most common explanation is that the word is a phonetic adaptation from Coupe de Ville, a model of Cadillac produced 1949-2005 (although the factory used the syntax Coupe De Ville only from 1959; prior to that they were Cadillac DeVilles with coupe bodies).  Coupé was from the French couper (to cut), from the Old French coper & colper (to cut off), probably from cop (blow) or colp (which endures as the modern coup), with sense derived from the notion of “cutting off with a blow”.  It may correspond to a Vulgar Latin verb colpāre, a syncopated form of colaphāre (blow, cuff), from the Latin colaphus (a blow delivered by a fist).  The alternative etymology suggests a link with the Vulgar Latin cuppāre (to behead), from the Latin caput (head) although this has never received much support.  The term de ville was from the French phrase de la ville which translated literally as de (of) la (the) ville (city) and in the eighteenth & nineteenth centuries a “sedanca de ville” was a type of small, horse drawn carriage popular for use in the tight streets of cities.  The carriages featured an enclosed compartment for usually two-three passengers while the driver sat outside.  That configuration was adopted in the early coachwork of some automobiles and although production declined as fully-enclosed bodies began to prevail, the style remained on the lists of many coachbuilders until the outbreak of World War II (1939-1945).  In the post-war years there was the odd sedanca de ville which coachbuilders would build on special request by the 1970s the style was thought extinct, a feeling which Bentley’s quixotic semi-revival with the production of a few dozen Continental Sedanca Coupés (SC) in 1999 did little to dispel.  The SC was actually just an appropriation of the name and really a variation of a targa, the rear passenger compartment covered but not enclosed.

Lindsay Lohan assessing her hooptie: Herbie: Fully Loaded (2005).

There have been five alternative theories for the etymology: (1) One suggests both hoopdie & hooptie were both used in the African American community in the 1920s to describe a run-down or dilapidated house (a use perhaps derived from “hovel”) and over time the term came to be was applied to old cars in some advanced state of disrepair.  There is little support for this.  (2) It may be onomatopoeic and a reference to the tortured sounds which emanate from a defective machine in need of repairs.  There is little support for this. (3) It may be related to the phrase “hope I die”, the anthropomorphic notion being the car would sooner be crushed than continue in its dilapidated state.  There is no support for this.  (4) It may be from Hupmobile, a popular brand of car early in the twentieth century, the linguist progress being from “Hupmobile” to “hup” and finally to "hoop", the theory being the use was originally specific to neglected Hupmobiles and later generalized.  There is little support for this.  (5) Hooptie may be from the West African Wolof xub (broken down), the connection being many African Americans are descended from those brought to the US during the slave trade.  It’s thought not impossible but linguistic anthropologists seem unconvinced.  The link with the Cadillac Coupe DeVille (Cadillac followed the usual US practice and never spelled Coupé with the l'accent aigu (acute accent) on the final "e") remains most convincing because for decades, the model was a byword for automotive prestige in the US and it (and similar long cars from the era) is still used in music videos by African Americans.  The song My Hooptie by Sir Mix-a-Lot (stage name of Anthony L Ray (b 1963)) was released in 1989 and included on his album Seminar.  The alternative spellings are hooptee & hoopty.  Hooptie is a noun; the noun plural is hoopties.

Peak Cadillac Coupe DeVille is probably the 1968 model which, uniquely, combined the classic 1960s styling with the stacked headlamps with the new 472 cubic inch (7.7 litre) V8 which in the 1970s would grow to 500 cubic inches (8.2 litre) before shrinking in the post oil-shock world.  When, in 368 cubic inch (6.0 litre) form it was retired in 1984, it was the last of the old “big-block” V8s available in a passenger car.

Reflecting the etymology, the original use of coupé was to describe a horse-drawn carriage cut down to a smaller size to provide for greater speed & agility but by the time Cadillac released the Coupe de Ville in 1949, coupe had come generally to mean a two door car and DeVille was appended because it was known to be suggestive of something expensive or exclusive although presumably few were well acquainted with the literal translation.  That was probably just as well because the big Cadillacs weren’t ideal for use in densely populated and congested cities, even those of the late twentieth century US where the parking meters were further apart.  Adopting Cadillac’s usual conventions of nomenclature, the companion four-door models were called Sedan DeVille (It began in 1949 as de Ville and Cadillac published material with the spellings de Ville, De Ville & DeVille before standardizing the later) and the convertibles received no separate designation, labeled also Coupe DeVille.  Surprisingly, the two and four-door were the same length which must have helped with production-line rationalization.

My Hooptie by Sir Mix-a-Lot (Lyrics © Universal Music Publishing Group)

My hooptie rollin', tailpipe draggin'
Heat don't work an' my girl keeps naggin'
Six-nine Buick, deuce keeps rollin'
One hubcap 'cause three got stolen
Bumper shook loose, chrome keeps scrapin'
Mis-matched tires, and my white walls flakin'
Hit mickey-d's, Maharaji starts to bug
He ate a quarter-pounder, threw the pickles on my rug
Runnin', movin' tabs expired
Girlies tryin' to dis 'n say my car looks tired
Hit my brakes, out slid skittles
Tinted back window with a bubble in the middle
Who's car is it? Posse won't say
We all play it off when you look our way
Rollin' four deep, tires smoke up the block
Gotta roll this bucket, 'cause my Benz is in the shop
My hooptie - my hooptie
Four door nightmare, trunk locks' stuck
Big dice on the mirror, grill like a truck
Lifters tickin', accelerator's stickin'
Somethin' on my left front wheel keeps clickin'
Picked up the girlies, now we're eight deep
Cars barely movin', but now we got heat
Made a left turn as I watched in fright
My ex-girlfriend shot out my headlight
She was standin', in the road, so I smashed her toes
Mashed my pedal, boom, down she goes
Law ain't lyin', long hairs flyin'
We flipped the skeez off, dumb girl starts cryin'
Baby called the cops, now I'm gettin' nervous
The cops see a beeper and the suckers might serve us
Hit a side street and what did we find?
Some young punk, droppin' me a flip off sign
Put the deuce in reverse, and started to curse
Another sucker on the south side about to get hurt
Homey got scared, so I got on
Yeah my group got paid, but my groups still strong
Posse moved north, headin for the CD
Ridin' real fast so the cops don't see me
Mis-matched tires got my boys uptight
Two Vogues on the left, Uniroyal on the right
Hooptie bouncin', runnin' on leaded
This is what I sport when you call me big-headed
I pot-hole crusher, red light rusher
Musher of a brother 'cause I'm plowin' over suckers
In a hooptie
It's a three-ton monster, econo-box stomper
Snatch your girly, if you don't I'll romp 'er
Dinosaur rush, lookin' like Shaft
Some get bold, but some get smashed
Cops say the car smokes, but I won't listen
It's a six-nine deuce, so the hell with emissions
Rollin' in Tacoma, I could get burned
(Sound of automatic gunfire) Betta make a you-turn
Spotted this freak with immense posterior
Tryin' to roll smooth through the Hilltop area
Brother start lettin' off, kickin' that racket
Thinkin' I'm a rock star, slingin' them packets
I ain't wit' dat, so I smooth eject
Hit I-5 with the dope cassette
Playin' that tough crew hardcore dope
The tape deck broke
Damn what's next, brothers in Goretex
Tryin' to find a spot where we could hunt for sex
Found a little club called the N-see-O
Military, competition. You know.
I ain't really fazed, 'cause I pop much game
Rolled up tough, 'cause I got much fame
"How ya doin' baby, my name is Mixalot"
"Mixalot got a Benz boy, quit smokin' that rock"
Ooooh, I got dissed. But it ain't no thing
Runnin' that game with the home made slang
Baby got ished, Bremelo gip.
Keep laughin' at the car and you might get clipped
By a hooptie
Runnin' outta gas, stuck in traffic
Far left lane, throwin' up much static
Input, output, carbeurator fulla soot
"Whatcha want me to do Mix?"
Push freak, push
Sputter, sputter rollin' over gutters
Cars dip low with hard core brothers
Tank on E, pulled into Arco
Cops on tip for Columbian cargo
We fit a stereotype, that's what he said
Big long car, four big black heads
Cops keep jockin', grabbin' like 'gators
'Bout stereotypes, I'm lookin' nuthin' like Noriega
Cop took my wallet, looked at my license
His partner said "Damn, they all look like Tyson"
Yes, I'm legit, so they gotta let me go
This bucket ain't rollin' in snow
It's my hooptie

Brougham

Brougham (prounced broo-uhm, broom-uhm or broh-uhm)

(1) In horse-drawn passenger transport, a four-wheeled, boxlike, closed carriage for two or four persons with the having the driver's seat outside.

(2) In automotive use, an early designation for a with an open driver's compartment.

(3) In automotive use, an early designation for a style of coachwork resembling a coupé but tending to be powered by an electric motor.

(4) In automotive use, a post-war designation used (mostly in the US) as a model name (more commonly as a sub-name) for luxury versions of mass-produced models.

1849: The coach was named after Henry Peter Brougham, 1st Baron Brougham and Vaux (1778–1868; Lord High Chancellor of Great Britain 1830-1834) who in 1839 took delivery of one in the style.  Although he would sometimes prove a difficult colleague, Lord Brougham’s achievements during his political career were notable and it was while he was Lord Chancellor that the parliament passed both the first Reform Act (1832) (the first substantial building block which would culminate in the democratic nature the British constitution eventually attained in the twentieth century) and the Slavery Abolition Act (1833).  Although Lord Brougham was born in Edinburgh, the surname “Brougham” is of English origin and thought derived from a place name in Westmorland (now part of Cumbria, in north-west of England).  Genealogists believe the name was originally locational, the construct being burg (fort or castle) + hām (homestead or village) and thus understood as “the homestead or village by the fort”.  Brougham Manor (purchased by Lord Brougham in 1926) and the nearby Cumbrian village of Brougham have a long association with the Brougham family.  Brougham is a noun, the noun plural is broughams (initial upper case if used as a proper noun).

The forbidding visage of Lord Brougham (left) and a mid-nineteenth century coach-builder’s advertisement for a Hansom Cab based on the concept of the brougham, the compact dimensions idea for European cities, many with districts still built around tight systems of streets dating from Medieval or even Roman times.

Lord Brougham’s design was very much to suit his requirements and he drew up the specifications simply because no coach was then available with the combination of features he desired.  What he wanted was a compact carriage designed to seat two (although many versions would, for occasional use, often include two small, foldable “jump” seats, a concept which later would be included in many limousines) in an enclosed compartment (the driver sitting outside) with a particular emphasis of ease of ingress and egress.  Its light weight and easy manoeuvrability made the brougham ideal for urban use and the style was influential, not only widely imitated but also productive in that variations (smaller and larger) appeared and it soon became the preferred middle-class carriage of the era.  It differed from the earlier Hansom Cab which was even smaller and designed to accommodate two in a cabin which often wasn’t enclosed.  The Hansom Cab was the ancestor of the modern taxi and they were produced almost exclusively for the use by hire-operators whereas the larger, better appointed brougham was aimed at the private market.

Harold Wilson (1916–1995; UK prime minister 1964-1970 & 1974-1976) outside 10 Downing Street with his Rover 3.5 saloon (P5B, 1967-1973) left, the 3.5 coupé with the lowered roofline (the first of the four-door breed of coupé), centre and Lindsay Lohan with Porsche Panamera 4S (introduced in 2009 in response to the Mercedes-Benz CLS (2004-2023) which revived the concept of the "four-door coupé), right.  Porsche doesn't use the designation "four door coupé". 

Confusingly for modern audiences, in the nineteenth century, the terms “brougham” and “coupé” often were used interchangeably.  In English, coupé (often and increasingly as “coupe”) was from the French coupé (low, short, four-wheeled, close carriage without the front seat, carrying two inside, with an outside seat for the driver (also “front compartment of a stage coach”)), a shortened form of carrosse coupé (a cut-off or shortened version of the Berlin (from Berliner) coach, modified to remove the back seat), the past participle of couper (to cut off; to cut in half), the verbal derivative of coup (blow; stroke); a doublet of cup, hive and keeve, thus the link with goblets, cups & glasses.  It was first applied to two-door automobiles with enclosed coachwork by 1897 while the Coupe de ville (or Coup de ville) dates from 1931, describing originally a car with an open driver's position and an enclosed passenger compartment.

1957 Cadillac Eldorado Brougham.  Cadillac in the 1950s used "Brougham" as just a model name, the same approach as in 1916 when it had no relationship with the historic coach-building styles. 

In the coach-building business, the critical part of the etymology was “a shortened form” and the coupé thus came to be understood as a “smaller” version of the original; originally this meant “shorter” but the industry soon came to use the term to apply to vehicles which were lower, lighter or in any other way down-scaled.  It’s for this reason the use of coupé (usually coupe in US use) came during the 1930s to be (sort of) standardized as a two-door version of a platform which typically appeared also in other forms.  Coupes in the US were by the later 1930s usually enclosed vehicles of a particular style (typically more rakish than two-door “sedans”) but the English clung more closely to the origin of the word by coining “fixed head coupé” (the FHC, ie what in the US would be a “coupe” of some sort) and the “drop-head coupé (the DHC, what would in other places be called a convertible or cabriolet (though not to be confused with a roadster or phaeton).

Named as a homage to the style of US First Lady Jacqueline Kennedy (1929-1994; US First Lady 1961-1963), Pinninfarina's memorable, one-off Cadillac "Brougham Jacqueline" presents an extraordinary contrast with the 1961 Cadillac on which it was based.  Shown at the 1961 Paris Motor Show, it's a glimpse of what Lancia might have built had they been able to offer 390 cubic inch (6.4 litre) V8s.

During the twentieth century, there was significant fragmentation of meaning in the terms which to coach-builders had once meant something quite specific.  By the 1960s, cars sold as coupés could have four doors and although the earliest versions of these made some concession to the etymology by being configured with a lowered roof-line, for others it was just a model name which might be indicative of sleeker lines but not always and the fate of “brougham” was more quixotic still, eventually for a time becoming the US industry’s term of choice when wanting to impart the impression of “up-market”, “luxurious” etc.  That wasn’t something out of the blue because as early as 1916 Cadillac introduced a model called “Brougham” which owed little to the obvious features of Lord Brougham’s carriage, the fully-enclosed, four-door Cadillac being now understood as a saloon, sedan or limousine depending on where one lives.  Those things which distinguished Lord Brougham’s design: (1) the enclosed passenger compartment and (2) the open section for the driver came instead to be associated with something called the "sedanca de ville" although few of these combined this with any quality of compactness.  Cadillac would from time to time flirt with the Brougham name but it’s now best remembered for what’s called “the great Brougham era”.  That term seems to have been invented by Curbside Classic, a curated website which is a gallimaufry of interesting content, built around the theme of once-familiar and often everyday vehicles which are now a rare sight until discovered by Curbside Classic’s contributors (who self-style as "curbivores"), parked next to some curb.  These are the often the machines neglected by automotive historians and collectors who prefer things which are fast, lovely and rare.  According to Curbside Classic, the “great brougham era” began in 1965 with the release of the LTD option for the mass-market Ford Galaxie and that approach was nothing new because even the Galaxie name had in 1959 been coined for a "luxury" version of the Fairlane 500, a trick the US industry had been using for some time.

However, for whatever reason, Ford’s LTD in 1965 created what would now be called a paradigm and it caught not only the public imagination but more importantly convinced them to spend their money buying one and sales were strong.  Profits were also strong because it cost Ford considerably less to tart up a Galaxie than the premium they charged for the LTD package (it was originally an option before becoming a separate model line) and the other mass-market players scrambled to respond, the most blatantly imitative being the Chevrolet Caprice and Plymouth VIP, both released within months of Ford's venture.  Of course, Ford, General Motors (GM) and Chrysler all had other brands, the purpose of which once had been to use the same platform in tarted up form so this internal corporate cannibalization is an interesting case-study in marketing and it’s worth remembering once somewhat up-market brand-names like Mercury and Oldsmobile no longer exist.  By the standards of Broughams which would follow, the “luxury” fittings of the LTD, Caprice and VIP were modest enough but the trend had been started and soon what came to be called the “gingerbread” was being laid on with a trowel: faux wood (plastic), faux chrome (anodized plastic), faux silk (polyester brocade), faux wire wheels (these were at least mostly metal) and that status symbol of the age, the vinyl roof.  The first cars actually to wear a “Brougham” badge seem to have appeared in late 1966 for the 1967 model year and over the decades there would some two dozen using the nomenclature, each understood as being something “more expensive” and therefore “better”.

Landmarks of the great brougham era

1965 Ford LTD:

The 1965 LTD is remembered now for the extra trim and the effect on the industry but in fairness to Ford, the car benefited greatly from the redesigned chassis which included coil-spring suspension on all four wheels.  There was also much attention (Ford spoke in terms of man-years) devoted to the then novel art & science of NVH (noise, vibration & harshness) and fearlessly advertised the thing as being quieter than a new Rolls-Royce.  Many probably thought that mere puffery but more than one publication duly hired acoustic engineers who installed their equipment and ran their tests, confirming the claim.  As a piece of marketing, the extra trim proved quite an enticement and LTD buyers, although they got as standard a 289 cubic inch (4.7 litre) V8 and automatic transmission, got little else and many ticked the boxes on the option list, adding features such as power brakes, power steering, brakes, electric windows and even air-conditioning, then a rarity.  Once all those boxes had been ticked, it wasn’t uncommon for LTDs to be sold for more than the cost of many a nominally up-market Mercury and even the cheapest Lincoln was remarkably close in price.

1971 Holden HG Premier (left) & 1968 Holden HK Brougham (right).

The Holden Brougham (1968-1971) was not so much a landmark of the era as a cul-de-sac but it did indicate how quickly the “brougham” label had come to be associated with prestige and like Chevrolet’s Caprice, the Brougham was a response to a Ford.  In Australia, Ford had been locally assembling the full-sized Galaxies for the government and executive markets but tariffs and the maintenance of the Australian currency peg at US$1.12 meant profitability was marginal, so the engineers (with a budget said to be: "three-quarters of four-fifths of fuck all") took the modest, locally made Falcon, stretched the wheelbase by five inches (125 mm), changed the front and rear styling (which although hardly radical resulted in a remarkably different look), added a few extra features and named it Fairlane.  The Fairlane name was chosen because of the success the company had had in selling first the full-sized US Fairlanes (nicknamed by locals as the “tank Fairlane”) between 1959-1962 and later the compact version (1962-1965).  It proved for decades a successful and lucrative approach.  Holden, General Motors's (GM) local outpost, took a rather bizarre approach in trying to match the Fairlane, the Brougham created by extending the tail of the less exalted Premier by 8 inches (200 mm), the strange elongation a hurried and far from successful response.

1957 Continental Mark II (left) and 1972 Oldsmobile Ninety-Eight Regency (right).  The Continental Mark II (1956-1957) was at the time the most expensive car produced in the US and substantially "hand made" but the relative austerity of the interior compared with the various "broughams" of later decades illustrates how profoundly the manufacturers shaped consumer tastes during the era. 

By 1972, there were so many “Broughams” on the market Oldsmobile must have thought the tag was becoming a bit common so to mark the company’s 75th anniversary, they called their new creation the “Regency”.  Vague as most Americans might have been about the origin of “brougham”, most probably knew “regency” often had something to do with royalty so as an associative pointer it was good.  The Ninety-Eight Regency in 1972 was however as audacious as the LTD had half-a-decade earlier been tentative because it seemed the target was Oldsmobile’s senior stable-mate (two rungs up the ladder in the GM hierarchy), the top-of-the-range Cadillac and there was nothing in Cadillac’s showrooms which could match the conspicuous opulence of the black or covert gold “pillow effect”, tufted velour upholstery.  Each Regency was registered at Tiffany's which supplied the specially designed clock and provided the owner with a distinctive sterling silver key ring; if lost, the keys could be dropped in a mailbox and Tiffany's would return them to the owner.  Take that Cadillac.  A limited run of 2,650 75th anniversary Ninety-Eight Regency cars was built, all of them four-door hardtops and the (non-anniversary) model continued in 1973.  By 1982, Oldsmobile concluded the message needed again to be drummed into buyers and introduced the Regency Brougham.

Peak brougham: 1977 Chrysler New Yorker Brougham four-door hardtop.

The high-water mark of the great brougham era was set by the Cadillac Fleetwood Talisman (1974-1976), the Cadillac Fleetwood Brougham D'Elegance (those produced in 1988-1989) and the most expensive cars from Chrysler Corporation (the Imperials and Chrysler New Yorkers) during the last days of the full-sized cars (1974-1978).  After this, designers really could go no further in this direction and had to think of something else.

Director

Director (pronounced dih-rek-ter or dahy-rek-ter)

(1) A person or thing that directs others or other things (Director of Engineering, Director of Sales et al).

(2) In corporate law, one of a group of persons chosen to control or govern the affairs of a company or corporation, usually as a member of a board of directors and sometimes also including executive functions.

(3) The person responsible for the interpretive aspects of a stage, film, or television production; the person who supervises the integration of all the elements, as acting, staging, lighting etc.

(4) In musical or other artistic productions (stage, art galleries, opera etc) one in charge of all artistic (and sometimes administrative) matters (in larger operations the roles sometimes specialized: sound director, script director etc).

(5) The manager or chief executive of certain schools, institutes, government bureaux etc.

(6) In military use, a mechanical or electronic device which continuously calculates firing data for use against an airplane or other moving target, configured usually to display graphical information about in real time the targets of a weapons system.

(7) In chemistry, the common axis of symmetry of the molecules of a liquid crystal.

(8) In music, a synonym for conductor (US use, now less common).

(9) A counsellor, confessor, or spiritual guide (now less common).

1470-1480: The construct was direct(us) + -or.  A borrowing in the sense of “a guide” from the Anglo French directour & the French directeur the agent noun from the Latin dirigere (set straight, arrange; give a particular direction to) and its source, the Late Latin directorem, from the Latin dīrectus, the perfect passive participle of dīrigō (straighten, direct), the construct being dis- (asunder, in pieces, apart, in two) + regō (to direct, to guide, keep straight; make straight; rule), from the primitive Indo-European root reg (move in a straight line).  The -or suffix was from the Middle English -our, from the Old French -eor, from the Latin -ātor and reinforced by the Old French -or and its source, the Latin -tor & -tōrem.  It was used to create an agent noun, often from a verb, indicating a person or object (often machines or parts of them) that do the verb or part of speech with which they are formed.  In electrical engineering it has the specific use of being appended to the names of members of classes of components, especially those that have an extensive property name of the same root suffixed with -ance (eg to convey the sense that resistors possess resistance and inductors possess inductance).  The alternative spelling directour became rare in the late eighteenth century and is long obsolete.  Director, directorate & directorship are nouns, directing is a verb, directed is a verb & adjective, directorial is an adjective and directorially is an adverb; the noun plural is directors.  The feminine forms of the noun (directress & directrix) were always rare and are now thought extinct (and certainly proscribed).

Lindsay Lohan with Spanish fashion designer Estrella Arch (b 1974), on the catwalk at the conclusion of Emanuel Ungaro's Spring-Summer show in Paris, October 2009.  Ms Lohan was employed as a creative director at the House of Emanuel Ungaro, founded in 1965 by French fashion designer Emanuel Ungaro (1933–2019)

The noun director (corporate sense of “one of a number of persons having authority to manage the affairs of a company” was known as early as the 1630s; the theatrical sense of “the leader of a company of performers” dates from 1911 and if was from here the use was picked up by those in charge of the artistic or technical aspects of movie-making.  The noun directorship (condition or office of a director) has been in use since the 1720s, the adjective directorial (that directs) known since 1770.  The noun directorate was used first in 1834 of “a body of directors” and may immediately have be used individually of the “office of a director” but this was certainly first documented in 1837.  Director is a word defined both by its history of use (film director, director of football etc) and law (company director) so although titles like supervisor, head, manager, leader, administrator, chief, boss etc certainly implies “one who directs”, they’re traditionally not used as direct synonyms because “director” is a “loaded word”.  It’s also modified as needed (art director, managing director, sub-director et al).

1967 Imperial Crown Coupe with "Mobile Director Package"; note the rearward facing front passenger seat.  

In the years between 1955-1975, Chrysler re-created Imperial as a separate, stand-alone division within the corporation (albeit with some sharing with other divisions of engine-transmission combinations and certain other components), emulating the structure Ford used with Lincoln.  Although the approach, especially during the early years, yielded some success, the separation didn’t survive the troubled decades of the 1970s (by which time the platform and body-shells were shared with the other divisions and much of the earlier distinctiveness had been surrendered); a couple of subsequent, half-heated, revivals proved abortive.  The Imperial in 1967-1968 had actually switched from the separate frame used since 1955 to the unitary construction of the full-sized ranges offered by other divisions but maintained a certain degree of difference by virtue of a unique body, albeit one with slightly reduced dimensions from those of the previous decade.  Although styled with an elegance derived from its simplicity of line, the Imperial continued to not quite match the timeless modernity of the Lincoln or the indefinable but incomparable allure of the Cadillac and although sales did improve in 1967, the volumes were only ever a fraction of its two competitors.  The basic engineering though was sound, the TorqueFlite transmission as responsive and robust as any (although it didn’t quite slur as effortlessly between ratios as the Cadillac’s Turbo-Hydramatic) and the 440 cubic inch (7.2 litre) a notch better, something the others wouldn’t match until 1968.  Significantly, all at the time acknowledged the Imperial was the better road car although, given it operated in a market where quietness and isolation from the environment was afforded more of a premium than handling prowess, any real-world advantage in the target market was probably marginal.

The more stylish if less roadable opposition: 1967 Cadillac Coupe DeVille (left) & 1967 Lincoln Continental Coupe (right).

In those years however, the Imperial did offer something truly unique.  The “Mobile Director Package” was available exclusively on the Imperial Crown Coupe and reflected (within the limits of what the available technology would then permit) what Chrysler thought a company director would most value in an automobile being used as a kind of “office on the move” and it included: an extendable walnut-topped table which could be unfolded over the rear seats, a gooseneck (Tensor brand) high-intensity lamp which could be plugged into the cigarette lighter on either side of the car (in a sign of the times, Imperials had four cigarette lighters installed) and most intriguingly, the front passenger seat could rotate 180° to permit someone comfortably to use the tables and interact with those in the rear.  All the publicity material associated with the Mobile Director Package did suggest the rearward-facing seat would likely be occupied by a director’s secretary and as one might imagine, the configuration did preclude her (and those depicted were usually women) using a lap & sash seat-belt but she would always have been in arm’s reach of at least one cigarette lighter so there was that.  The package was available only for those two seasons and in its first years cost US$597.40 (some US$5500 adjusted for 2023 values).  The cost of the option was in 1968 reduced to US$317.60 (some US$2800 adjusted for 2023 values) but that did little to stimulate demand, only 81 buyers of Crown Coupes ticking the box so even if the new safety regulations hadn’t outlawed the idea, it’s doubtful the Mobile Director Package would have appeared on the option list in 1969 when the new (and ultimately doomed) “fuselage” Imperials debuted.

Imperial's advertising always emphasised the "business" aspect of the package but the corporation also circulated a photograph of the table supporting a (presumably magnetic) chessboard and another with a bunch of grapes tumbling seductively.  The latter may have been to suggest the utility of the package when stopping for a picnic with one's secretary.  Once advertising agencies got ideas, they were hard to restrain.    

The advertising copy at the time claimed the package was “designed for the busy executive who must continue his work while he travels”, serving also as “an informal conference lounge”.  The Imperial was a big car (although the previous generations were larger still) but “lounge” was a bit of a stretch but “truth in advertising” laws were then not quite as onerous as they would become.  More accurate were the engineering details, the table able to “pivot to any of four different positions, supported by a sturdy chrome-plated pillar and in the forward position, it can convert into a padded armrest between the two front seats while extended, it opens out to twice its original size with a lever on the table swivel support to permit adjustments to the height”.  It was noted “a special tool is used for removing the table and storing it in the trunk” the unstated implication presumably that in deference to the secretary’s finger-nails, that would be a task for one’s chauffeur.  The US$597.40 the option listed at in 1967 needs to be compared with the others available and only the most elaborate of the air condition systems was more expensive.

Imperial option list, 1967.

The package as it appeared in showrooms was actually modest compared with the “Mobile Executive” car the corporation sent around the show circuit in 1966.  That Imperial had been fitted with a telephone, Dictaphone, writing table, typewriter, television, a fax machine, reading lamp and stereophonic sound system.  The 1966 show car was also Crown Coupe but it was much more ambitious, anticipating advances in mobile communications which would unfold over the next quarter century.  At the time, car phones were available (the first service in the US offered during the late 1940s) although they were expensive and the nature of the bandwidth used and the lack of data compression meant that the range was limited as was the capacity; only several dozen calls able simultaneously to be sustained.  In 1966, there was even the novelty of a Datafax, able to send or receive a US Letter-sized (slightly smaller than A4) page of text in six minutes.  That sounds unimpressive in 2023 (or compared even with the 14.4 kbit/s for Group 3 FaxStream services of the 1990s) but the appropriate comparison is with the contemporary alternatives (driving, walking or using the US Mail) and six minutes would have been a considerable advance.  As it was, the tempting equipment awaited improvements in infrastructure such as the analogue networks of the 1980s and later cellular roll-outs and these technologies contributed to the extent of use which delivered the economies of scale which eventually would make possible smart phones.

The 1966 car which toured the show circuit demonstrated the concept which, in simplified form, would the next year appear on the option list but things like telephones and fax machines anticipated the future by many years (although fax machines in cars (Audi one of a handful to offer them) never became a thing).  The Dictaphone did however make the list as one of Chrysler's regular production options (RPO) in the early 1970s and the take-up rate was surprisingly high although the fad quickly passed, dealers reporting the customers saying they worked well but they "never used them".