Esquire

Esquire (pronounced es-kwahyuhr or e-skwahyuhr)

(1) An unofficial title of respect (usually with no precise definition or significance and sometimes self-conferred), placed (often in its abbreviated form), after a man's surname in formal written address (used with initial capital letter).

(2) In the US, an informal honorific used by lawyers (male & female).

(3) In the UK, a term applied to a commoner considered to have gained the social position of a gentleman (historically a man belonging to the order of English gentry ranking immediately below a knight).

(4) An alternative form for squire when that was used to mean “a youth who in the hopes of becoming a knight attends upon a knight” (obsolete).

(5) To raise to the rank of esquire; in medieval use the attendant and shield bearer of a knight (and subsequently sometimes knighted themselves), one practical significance of the title being it conferred the right to bear arms.

(6) In heraldry, a bearing similar in form to a gyron, but extending across the field so that the point touches the opposite edge of the escutcheon.

(7) To address as Esquire.

(8) A gentleman who attends or escorts a lady in public; a male escort (rare and long archaic except when applied humorously or euphemistically (as a sanitized alternative to “tame cat”, “rent boy” et al).

1425–1475: From the late Middle English esquier, from the Middle French escuyer & escuier (shield bearer; an attendant young man in training to be a knight), from the Old French esquiere, esquierre & esquarre (square), from the Latin scūtārius (“shield bearer”, “guardsman”, the construct being scūt(um) (shield) + -ārius (-ary).  The suffix -aris was a form of -ālis with dissimilation of -l- to -r- after roots containing an l (the alternative forms were -ālis, -ēlis, -īlis & -ūlis); it was used to form adjectives, usually from noun, indicating a relationship or a "pertaining to").  The form reached modern French as écuyer (shield-bearer, armor-bearer, squire of a knight, esquire, equerry, rider, horseman).  Rather (as some might reasonably suppose) than esquire being formed as e- + - squire, the word squire was a product of apheresis (the suppression or complete loss of a letter or sound (syllable) from the beginning of a word) from the earlier French & English.  Esquire is a noun & verb and esquired & esquiring are verbs; the noun plural is esquires.

Lindsay Lohan in Esquire (Middle East).

Esquire began as a feudal rank ranking below a knight, the origin of the word in the role of a squire who attended upon a knight as a kind of combination of personal assistant, apprentice and servant.  For those not from established families, it was one of the few available paths to knighthood.  As the historic role of knights receded in the sixteenth century, the use broadened to encompass (1) the educated or professional class (especially those practicing in law) & (2) members of the gentry and their sons not otherwise entitled to some title.  In the US, esquire became attached to lawyers (both male & female), probably as an identifier to align in some way with the “Dr” granted to physicians because by convention, those with vocational doctorates (Doctor of Jurisprudence (J.D., JD, D.Jur., or DJur) don’t use the “Dr” like those with higher or research doctorates (Ph.D, D.Sc, DCL et al).  Reflecting the shared origin with lawyers as “men of letters” (the lawyers more anxious to acknowledge their past than the surgeons are to recall they came out of the barber shops) writers and journalists also long liked to adopt an “esq” though much derision means it’s now less common.

Admiral Sir Reginald Aylmer Ranfurly Plunkett-Ernle-Erle-Drax KCB.  Lest it be thought multi-element names are a thing exclusive to the British Isles, they exist elsewhere, an example of which was the German Count Graf Philipp-Constantin Eduard Siegmund Clemens Tassilo Tobias von Berckheim (1924-1984).

In England, for historic reasons, the history and current usage is complicated.  The title is granted to the eldest sons of knights, the elder sons of the younger sons of peers and their eldest sons in succession, officers of the king's courts and of the royal household, barristers, justices of the peace while in commission & sheriffs and is available to gentlemen who have held commissions in the military.  It thus enjoys a wide vista but even now a definitive listing of the correct use has never been codified and some view it as pretentious even when technically correct.  Littered in the history of honors are also curiosities like the right of a Knight of the Most Honourable Order of the Bath to appoint three esquires at the time of his installation, something which seems of ancient origin but was formalized in 1815 when the old order of knighthood (KB) was re-organized into three classes: Knight Grand Cross (GCB), Knight Commander (KCB) & Companion (CB).  One task a KCB’s helpful esquire might have performed was to assist translators in formal ceremonies.  In 1939, when Admiral Sir Reginald Aylmer Ranfurly Plunkett-Ernle-Erle-Drax, KCB, DSO, JP, DL (1880-1967) was introduced at a ceremony in Moscow, diplomatic protocol required his honors be read out in full, the Russian translator rendering his KCB as рыцарь умывальник (rytsar' umyval'nik) (Knight of the Wash Tub).  The Russians couldn’t help but laugh and, fortunately for the then strained diplomatic relations between the Kremlin and Downing Street, the admiral shared their amusement.  In legal documents and uses deemed "formal", a capitalized "Esquire" usually is written in full after the names of those using the designation.  It’s otherwise abbreviated to Esq or (the now less common) Esqr.  Those conventions should in theory be observed also when adding an address to an envelope and American lawyers settled on a post-nominal Esq. (almost always with the needless period (full-stop)) in their e-mail signature blocks.

Lindsay Lohan attending the Esquire and DKNY fashion show, London, June 2014.

Squire was a truncation of esquire, the process known in linguistics as apheresis (the suppression or complete loss of a letter or sound (syllable) from the beginning of a word).  It too was thus from the Old French escuier, from the Late Latin scutarius (shield bearer) which is Old English was spelled scutifer.  The equivalent in the Classical Latin was armiger (arms bearer).  The early meanings of squire were essentially the same as those attached to esquire but it evolved in England by the mid seventeenth century also to describe (with some variations) “a substantial landholder in a town or village who is a landlord to most or many inhabitants”.  The less formal term “lord of the manor” was essentially analogous and given the nature of the class system and economic relations in England, the role of squire often overlapped with offices such as that or mayor or magistrate and that (linguistic) tradition continues in contemporary American use, “squire” the title used for justices of the peace or similar local dignitaries.  Although the attractive slang forms squirearchy & squiress seem not to have survived, in UK working class slang, “squire” is used in a respectful and friendly way between men, a democratic re-purposing of the earlier sense of “country gentlemen”, dating from 1828.  The meaning “a ruler; a carpenter's square; a measure” was derived from the Middle French esquierre (rule, carpenter's square) or the Old French esquire (another form of esquarre (square)) and is long obsolete.

Ford Country Squires: 1951 (with genuine wood, left), 1959 (centre) and 1971 (right).

Long replaced in public favor by even more commodious SUVs, vans and people-movers, mass-market station wagons were a post-war phenomenon which was an element in a number of inter-related economic and sociological trends including (1) rising prosperity which made the "two car family" a standard which tricked down from the middle-class, (2) a shift of the population from urban to more remote suburban locations and (3) the development of suburban shopping malls (including supermarkets) with vast car parks.  The style remain popular until the late 1980s though a few lingered on for another decade.  Consistently the best-selling of the full-sized breed were the big Fords, the top-of-the-range being the Country Squire which was available between 1950-1991.  Its most distinctive feature was the “woodgrain” Appliqué which adorned the sides and for most of the Country Squire’s life it was rendered in DI-NOC, (Diurno Nocturna, from the Spanish, literally “daytime-nighttime” and translated for marketing purposes as “beautiful day & night”), an embossed vinyl or polyolefin material with a pressure-sensitive adhesive backing produced since the 1930s and perfected by Minnesota Mining & Manufacturing (3M).  The early cars (1950-1951) actually used genuine timber in a nod to earlier coach-building traditions which were an economic imperative, station wagons (until the suburban developments of the post-war years made them popular) never produced in sufficient volume to make viable tooling factories for production in metal.  Much cheaper, the plastic DI-NOC replaced the timber in 1952 (although the perimeter moldings remained timber until 1953, after which 3M produced a fibreglass emulation) and other manufacturers copied the idea which eventually (and unfortunately) spread beyond station wagons.  It was very much a thing which suited US tastes, Ford’s attempt to tempt UK & Australian buyers brief and unsuccessful.  They never bothered to trouble the Germans or the French.

One-off 1967 Ford Country Squire with Q-Code 428 V8 and four-speed manual transmission.

In the US, Ford for decades churned out the Country Squires by the thousand but there was the odd oddity.  Like most big station wagons, almost all  Country Squires were built for function and although the engines might sometimes be large (in the 1970s they were available with 429 & 460 cubic inch (7.0 & 7.5 litre) V8s), they were configured to carry or tow heavy loads and were thus sold almost always with heavy-duty automatic transmissions.  In 1967 however, there was a one-off Country Squire built with the combination of a 428 cubic inch (7.0 litre) V8 in Q-Code configuration (the “Q” a marker of the engine's specification which included "Cobra Jet" style cylinder heads with larger valves, a four barrel carburetor (typically a 735 CFM (cubic foot per minute) Holley, a higher compression ration and exhaust manifolds with reduced impedance).  The Q-Code 428 was the most powerful offered that year in full-sized Fords (except for 12 Ford XLs with the 427 V8 derived from a unit built for competition).  Such vehicles are usually unicorns, often discussed and sometimes even created as latter-day “tributes” and are thus rarely "real" but the 1967 Country Squire is a genuine one-off and as a type may be unique not only among Fords but also the entire full-size ecosystem of the era.  The tale is sometimes still repeated that Plymouth built a special order Belvedere station wagon at the request of Bill Harrah (1911–1978) of Harrah's Hotel and Casinos in Nevada (now part of Caesars Entertainment) with the 426 cubic inch (7.0 litre) HEMI V8 for the rapid transport of cash across the desert but that is a myth and the coda (that Harrah decided instead to build his own) is just as unverified.  So the 1967 Country Squire is a curious period piece and a collectors’ item; despite its dilapidated appearance, its "one-of-one" status (much-prized in collector circles) meant that in 2020 it sold at auction in the US for almost US$50,000.  When exhibited at the South Carolina’s Hilton Head Island Concours d’Elegance in November 2024, an entry on the car’s placard claimed production of the special order required the personal approval of Lee Iacocca (1924–2019), then vice-president of Ford’s car and truck group.  The one-off wagon received a Palmetto Award in the “Barn Finds” class in which patina is a virtue.

1962 Pontiac Catalina convertible with Riveria "Esquire" Series 300 hard top.

Introduced in 1956 for the 1957 model year, the Ford Fairlane 500 Skyliner revived (at a larger scale), the idea of a retractable, full-sized hard-top, last seen in (limited) series production in Europe during the 1930.  Available for three seasons (the name bulked-up to Fairlane 500 Galaxie Skyliner for its last year), in advertising the feature was called the Hide-Away Hardtop and in operation the all-steel apparatus was a mesmerizing piece of early space-age mechanical choreography, controlled by three drive motors, ten solenoids and many relays & circuit breakers, all connected with a reputed 610 feet (186 m) of electrical cabling.  Despite the intricacy, it proved a reliable system.  After that, no manufacturer attempted a removable 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.  Riveria Inc, based in Cedar Rapids, Iowa, between 1963-1964 offered the "Esquire" hard-top 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 five divisions and three years could be covered by just three variations 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 Riveria "Esquire" Series 100 hard top.

Riveria offered their basic (100 series) hardtop 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 dealers in offering the hard tops as a dealer-fitter accessory but corporate interest must have been as muted as buyer response, Riveria ceasing operations in 1964.

Trench

Trench (pronounced trensh)

(1) In military (usually army (infantry)) use, an elongated pit for protection of soldiers and or equipment, usually perpendicular to the line of sight toward the enemy.

(2) A system of such excavations, with their embankments etc (usually in the plural).

(3) To dig or construct such a structure; to form a furrow, ditch, etc by cutting into or through something.

(4) In archaeology, a pit, usually rectangular with smooth walls and floor, excavated during an archaeological investigation; any deep furrow, ditch, or cut.

(5) In oceanography, a long, steep-sided, narrow depression in the ocean floor.

(6) To invade, especially with regard to the rights or the exclusive authority of another; to tend towards or encroach upon.

(7) A type of over coat.

(8) To have direction; to aim or tend.

(9) To cut; to form or shape by cutting; to make by incision, hewing, etc.

(10) In (mostly historic military) medicine, as trench foot, a type of foot damage caused by prolonged exposure to moisture.  Those most associated with the trench warfare of the First World War (from which it gained the name), the condition was first described by physicians attached to Napoleon Bonaparte's army during the retreat from Russia in the winter of 1812.

1350-1400: From the Middle English trenche (track cut through a wood or path made by cutting (later long, narrow ditch)) from the Old French trenche (a slice, cut, gash, slash; defensive ditch), from the verb trecncier (to cut, carve, slice), possibly from the Vulgar Latin trincāre (cut into three parts), from the Classical Latin was truncāre (to maim, mutilate, cut off), from truncus (maimed, mutilated).  Truncus also had the meaning "trunk of a tree, trunk of the body" and is of uncertain origin, perhaps from the primitive Indo-European root tere (cross over, pass through, overcome).  The first use by the military for trench in the modern sense was noted circa 1500 with trench foot mentioned in reports in 1915 although the condition had been documented since 1812 and doubtlessly had been long existed.  The trench coat dates from 1916 and, perhaps surprisingly, "trench warfare" didn’t appear in print until 1918.  Trench is a noun & verb, trenching is a noun, verb & adjective and trenched is a verb; the noun plural is trenches.  Forms such as detrench, retrench, entrench et al are coined as needed.  The adjective trenchant once had the meaning "fitted to trench or cut; gutting; sharp" but this is long obsolete; in figurative use it now conveys "keen; biting; vigorously articulate and effective; severe".

The trench coat

Winston Churchill (1875-1965, right), commanding the 6th Royal Scots Fusiliers, with his deputy, Sir Archie Sinclair (1890–1970, right), Armentieres 11 February 1916.  Both are wearing trench coats, Churchill in a French M15 Adrian helmet.

One often-repeated story of the origin of the trench coat is it was created as a khaki-colored overcoat to offer protection to soldiers suffering in the muddy, sometimes water-logged trenches on the western front during the First World War.  That was certainly where it picked up the name but, (like the medical condition trench food which had been known to army physicians for over a hundred years) the garment long pre-existed the conflict.  It was descended from waterproof coats created by Scottish chemist Charles Macintosh (1766–1843) and self-taught English engineer Thomas Hancock (1786–1865) in the early 1820s.

Macintosh and Hancock’s rain-repellent garment was called the “mac” or “macintosh" names which became generic for the type of product, a usage which, in parts of the UK endures to this day.  Created from a rubberized cotton, the mac was outerwear offering protection from rain or the elements in general, the target market wide in the age of horse-drawn transport and included anyone for whom outdoor activities were a part of the day.  The mac proved popular among those in horse racing, farming and the whole hunting, fishing and shooting set as well as the military officers with which it would later be so associated.  Macintosh continued to refine the material, the fabric by mid-century breathable, and more water-resistant and in 1853, Regent Street tailor John Emary (b circa 1810, his date of death unknown), designed an improved raincoat, which he produced under the name of his company, Aquascutum (from the Latin aqua (water) + scutum (shield).  Aquascutum’s success attracted the attention of Hampshire draper Thomas Burberry (1835–1926) who would, in 1856, found his eponymous company.  Burberry’s innovation in 1879 was the weatherproofing of individual strands of cotton and wool fibres using a coating of lanolin, rather than something applied to a finished textile, Burberry’s gabardine (a borrowing of a word from the 1590s which described a number of garments, all variations of protective, enveloping cloaks) fabric so superior to anything else available that it was instantly successful.

Lindsay Lohan in trench coat, out shopping.

Over the years, both the recently much-troubled Aquascutum and Burberry have taken credit for having invented the trench coat but both were popularisers of a pre-existing product, Burberry’s re-writing of history more successful to the point where the Burberry Trench Coat is definitive of the type, most others imitative even in variation.  The style too remains class-associative, worn during the Great War only by the officer class and thus gentlemen (though as the death-toll of them rose, it came to be worn also by “temporary gentlemen” a wartime necessity of the British class-system).  The genuine Burberry and Aquascutum trench coats were expensive, but their image and utility attracted other manufacturers which soon had more affordable imitations on the shelves; that remains the market segmentation today.

Burberry Long Chelsea Heritage Trench Coat (US$2450.00).

The variation Burberry created for military use was released in 1912, the term “trench coat” appearing in print first in 1916 in a tailoring trade journal.  The classic wartime trench coat was double-breasted, tailored to the waist, and flared to a below-the-knee hemline, the belt equipped with D-rings for hooking accessories.  It was a functional design with a caped back so water to drip off while the storm flap at the shoulder provided ventilation, the pockets were deep, cuffs could be tightened, and the buttons at the neck, although there for traditional reasons, provided valuable protect against poison gas when that began to be used in 1915.  Some coats even came with a warm, removable liner, which could be used as bedding and the emblematic shade of khaki so identified with the Burberry Trench was part of the War Office specification, just a standard British Army color.  According to Burberry, although advances in technology and the introduction of new machinery has meant the patterns for their trench coats have been changed, some stitching methods have been updated and metric dimensions are now used, were a garment now to be fashioned from the originals, it would be visually indistinguishable for the current range.      

Lindsay Lohan in sheer trench coat from DKNY's anniversary collection, Esquire DKNY official opening party, One Embankment, London, June 2014.

The coats became especially popular after the Second World War.  Although the price differential for the genuine article is striking (it can be ten times the cost of a knock-off), the difference is certainly discernible, each coat made from gabardine in Castleford and said to take some three weeks to complete.  A Burberry check, a signature combination of camel, ivory, red and black has lined the coats since the 1920s.  A fashion convention emerged in the late 1960s: Whereas the military tradition was always to use the buckle to secure the belt, true fashionistas prefer to tie.

Loafer

Loafer (pronounced loh-fer)

(1) A person who loafs about; a lazy idler; a lay-about.

(2) A name for a moccasin-like, laceless, slip-on shoe, worn by both men and women.

(3) In some south-western US dialects, a wolf, especially a grey or timber wolf (often in the compound form “loafer wolf).

1830: The construct was loaf + -er.  Loaf was from the From Middle English lof & laf, from the Old English hlāf (bread, loaf of bread), from the Proto-West Germanic hlaib, from the Proto-Germanic hlaibaz (bread, loaf), of uncertain origin but which may be related to the Old English hlifian (to stand out prominently, tower up). It was cognate with the Scots laif (loaf), the German Laib (loaf), the Swedish lev (loaf), the Russian хлеб (xleb) (bread, loaf) and the Polish chleb (bread).  It was used to mean (1) a block of bread after baking, (2) any solid block of food, such as meat or sugar, (3) a solid block of soap, from which standard bar (or cake) of soap is cut or (4) in cellular automata, a particular still life configuration with seven living cells.  The origin of “use your loaf” meaning “think about it” in Cockney rhyming slang was as a shortened form of “loaf of bread” (ie “use your head”).  The –er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, thought most likely to have been borrowed from the Latin –ārius where, as a suffix, it was used to form adjectives from nouns or numerals.  In English, the –er suffix, when added to a verb, created an agent noun: the person or thing that doing the action indicated by the root verb.   The use in English was reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant -our), from the Latin -ātor & -tor, from the primitive Indo-European -tōr.  When appended to a noun, it created the noun denoting an occupation or describing the person whose occupation is the noun.  Loafer & loafing are nouns & verbs, loafed, loafering & loafered are verbs and loaferish is an adjective; the noun plural is loafers.

The use to describe “a lazy idler” was first documented in 1830 as an Americanism which may have been short for landloafer (vagabond), similar (though not necessarily related) to the obsolete nineteenth century German Landläufer (vagabond) or the Dutch landloper.  Etymologists suggest landloafer may have been a partial translation of a circa 1995 loan-translation of the German Landläufer as “land loper” (and may be compared with the dialectal German loofen (to run) and the English landlouper) but this has little support and most regard a more likely connection being the Middle English love, loove, loffinge & looffinge (a remnant, the rest, that which remains or lingers), from Old English lāf (remainder, residue, what is left), which was akin to Scots lave (the rest, remainder), the Old English lǣfan (to let remain, leave behind).  One amusing coincidence was that in Old English hlaf-aeta (household servant) translated literally as “loaf-eater” (ie, one who eats the bread of his master, suggesting the Anglo-Saxons might still have felt the etymological sense of their lord & master as the “loaf-guard”.  The expression "one mustn't despair because one slice has been cut from the loaf" describes a pragmatic reaction to learning one's unmarried daughter has been de-flowered and is said to be of Yiddish origin but no source has ever been cited.  In modern idomatic use, the derived phrases "a slice off a cut loaf is never missed" and "you never miss a slice from a cut loaf" refer to having enjoyed sexual intercourse with someone who is not a virgin, the idea being that once the end of a loaf (the crust) has been removed, it's not immediately obvious how many slices have been cut. 

The loafer is a style, a slip-on shoe which is essentially a slipper designed as an all-weather shoe for outdoor use.  They’re available in a wide range of styles from many manufacturers and this image is just a few of the dozens recently offered by Gucci.  In the old Soviet Union (the USSR; 1922-1991), there were usually two (when available): one for men and one for women, both (sometimes) available in black or brown.

The verb loaf was first documented in 1835 in US English, apparently a back-formation from the earlier loafer and loafed & loafing soon emerged.  The noun in the sense of “an act of loafing” was in use by 1855.  What constitutes loafing is very much something subjective; a student underachieving in Latin might be thought a loafer by a professor of classics but the “hard working, much published” don who in his whole career never lifted anything much heavier than a book would probably be dismissed as “a loafer” by the laborer digging the trench beneath his study.  A “tavern loafer” was one who spent his hours drinking in bars while a “street loafer” was a synonym for a “delinquent who hung about on street corners”.  Loafer as a description of footwear dates from 1937 and it was used of lace-less, slip-on shoes worn on less formal occasions (essentially slippers designed for outdoor use, a popular early version of which was the “penny loafer”, so named because it featured an ornamental slotted leather band across the upper where a coin was often mounted.  The use in some south-western dialects as “loafer” or “loafer wolf” to describe a grey or timber wolf is based on the American Spanish lobo (wolf), reinterpreted as or conflated with loafer (idler).

See My Vest, The Simpsons (Season 6, Episode 20), 

Loafers got a mention in the song See My Vest which appeared in Two Dozen and One Greyhounds on the TV cartoon series The Simpsons.  The song was a parody of Be Our Guest from Disney’s Beauty and the Beast while in the dialogue there were many references to the animated movie 101 Dalmatians.  In the episode, the plot revolves around the scheme by evil nuclear power-plant owner C Montgomery Burns to have the puppies of the Simpsons' dog (Santa’s Little Helper) skinned and made into a tuxedo, joining in his wardrobe an array of garments fashioned from slaughtered animals.  The music for See My Vest was composed by Alf Clausen (1941-2025) with the lyrics by Michael Scully (b 1956) including: “Like my loafers? Former gophers; it was that or skin my chauffeurs…”

Rowan Williams (b 1950; Archbishop of Canterbury 2002-2012) admiring Benedict XVI’s (1927–2022; pope 2005-2013, pope emeritus 2013-2022) red loafers, Lambeth Palace, London, September 2010.  The black-clad priest looking lovingly at Benedict is Archbishop Georg Gänswein (b 1956; prefect of the papal household 2012-2023 & personal secretary to Pope Emeritus Benedict).  It was the Italian fashion magazines which dubbed him "gorgeous George" and in June 2024, Francis appointed him Apostolic Nuncio to the Baltic States (Lithuania, Estonia, and Latvia).  

When in 2013 announced he was resigning the papacy, there was much discussion of what might be the doctrinal or political implications but a few fashionistas also bid farewell to the best-dressed pontiff for probably a century and the one Esquire magazine had named “accessorizer of the year”.  In recent memory, the world had become accustomed to the white-robed John Paul II (1920–2005; pope 1978-2005) who would don colorful garments for ceremonial occasions but never wore them with great élan and eschewed the use of the more elaborate, perhaps influenced by Paul VI (1897-1978; pope 1963-1978) whose reign was marked by a gradual sartorial simplification and he was the last pope to wear the triple tiara which had since the early Middle Ages been a symbol of papal authority; briefly it sat on his head on the day of his coronation before, in an “act of humility”, it was placed on the alter where, symbolically, it has since remained although the physical object was purchased by the Archdiocese of New York, the proceeds devoted to missionary work in Africa.  That allocation proved a good investment because Africa has been a growth market for the church, unlike increasingly Godless Europe and elsewhere in the West.

The pope and the archbishop discuss the practicalities of cobbling.

Benedict’s pontificate however was eight stylish years, the immaculately tailored white caped cassock (the simar) his core piece of such monochromatic simplicity that it drew attention to the many adornments and accessories he used which included billowing scarlet satin chasubles trimmed with crimson velvet and delicate gold piping and others woven in emerald-green watered silk with a pattern of golden stars.  Much admired also was the mozzetta, a waist-length cape, and the camauro, a red velvet cap with a white fur border that around the world people compared with the usual dress of Santa Claus, X (then known as twitter) quickly fleshing out the history of the Coca-Cola Corporation’s role in creating the “uniform” although there was some exaggeration, the Santa-suit and hat familiar by at least the 1870s although Coca-Cola’s use in advertizing did seem to drive out all colors except red.  On popes however, the red velvet and white fur trim had been around for centuries though it fell from fashion after the Second Vatican Council (Vatican II; 1962-1965) and was thus a novelty when Benedict revived the style.

The pope farewells the archbishop.

Not all (including some cardinals) appreciated the papal bling but what attracted most attention were his bright red loafers, a style of shoe which popes have been depicted wearing since Roman times and the Holy See was forced to issue a statement denying they were hand-crafted by the high-end Italian fashion house Prada.  In their press release, the Vatican’s Press Office reminded the world the red symbolizes martyrdom and the Passion of Christ, the shoes there to signify the pope following in the footsteps of Christ.  Rather than a fashion house, the papal loafers were the work of two Italian artisan cobblers: Adriano Stefanelli and Antonio Arellano and Signor Stefanelli’s connections with the Vatican began when he offered to make shoes for John Paul II after noticing his obvious discomfort during a television broadcast.  Signor Arellano had a longer link with Benedict’s feet, having been his cobbler when, as Joseph Ratzinger, he was the cardinal heading the Inquisition (now called the Dicastery for the Doctrine of the Faith (DDF)) and as soon as Benedict’s surprise elevation was announced, he went immediately to his last and made a pair of red loafers for him (he’s an Italian size 42 (a UK 8 & a US 9)).  Upon his resignation, as pope emeritus, he retired the red loafers in favor of three pairs (two burgundy, one brown) which were a gift from a Mexican cobbler: Armando Martin Dueñas.  Francis (b 1936; pope since 2013) has reverted to the austere ways of Vatican II and wears black shoes.

Channeling Benedict: Lindsay Lohan in red loafers, September 2016.  Although unconfirmed, it's believed these were not a papal gift.

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 hardtop.

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 Riveria "Esquire" Series 300 hard top.

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.  Riveria 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 five divisions 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 Riveria "Esquire" Series 100 hard top.

Riveria offered their basic (100 series) hardtop 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, Riveria ceasing operations in 1964.

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 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.  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).  Additionally, Curbside Classic reported, 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 a delay in the model's release and, with 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 unique four-door convertible.

1976 Jaguar XJ 5.3C.  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, 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.  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 really quite restrained compared with the excess 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.

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

The phrase “last American convertible” was used by GM to promote the 1976 Eldorado and 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 for 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 & instrument panel; the red and blue hood accent stripes to marked the nation’s bicentennial.

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.  What wasn’t brought before the court was that the industry wasn’t disappointed in the demise of the convertible, sales since the 1960s have fallen to the point the volumes simply didn’t justify the engineering effort required and even before the (never realized) threat of a government ban had been discussed, some models had already been withdrawn from production.

Ronald Reagan 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 would be produced in 1940.  Mr Regan remained fond of Cadillacs and when president was instrumental is shifting the White House's presidential fleet from Lincolns to Cadillacs.

When ceasing production of the true four-door hardtops, Ford also dropped the convertible from the full-sized line, the industry orthodoxy at the time that a regulation outlawing the style was imminent, and such was the importance of the US market that expectation that accounted also for Mercedes-Benz not including a cabriolet when the S-Class (W116) was released in 1972, 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.  Any suggestion of outlawing convertibles ended with the election in 1980 of Ronald Reagan (1911-2004, US president 1981-1989).  A former governor of California with fond memories of drop-top motoring and a world-view that government should intervene in markets as little as possible, under his administration, convertibles returned (including Cadillacs) to US showrooms.  

The on-off ban on convertibles in the US is an amusing tale of interest to political scientists and economists.  US FMVSS (Federal Motor Vehicle Safety Standards) 208 (roll-over protection, published 1970), one obvious implication of which was the banning of “real” convertibles in the US market and while the local manufacturers challenged in court some of the provisions in FMVSS 208, they made no attempt to challenge the demise of the convertible, their sales of the configuration having fallen to the point the body-style was no longer offered in most lines and even without the intervention of government it’s likely availability would anyway further have been restricted to the odd specialist product.  Indeed, Chevrolet, aware of the coming edict, had in 1968 released the coupe version of the third generation (C3) Corvette as a kind of targa, the so-called “T-top” with removable roof panels, the remaining structure essentially a “roll-bar able to “drive through” FMVSS 208.

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 set to resolve that and no manufacturer sought an exemption for the latter.    

In an example of the way government and industry in the US interact (mostly through the mechanism of “campaign financing” with lobbyists as the intermediaries), in 1971 the NHTSA (National Highway Traffic Safety Administration) granted a “temporary exemption” for convertibles from the rollover parameters and originally the sunset clause was set to 31 August 1977 (ie, the end of the 1977 season), a date chosen because by then Detroit’s existing convertible lines were schedule to have reached their EoL (end of life).  The FMVSS 208 standards were otherwise maintained and that was what doomed to four-door hardtops which, lacking a central (B) pillar would have been prohibitively expensive to engineer into compliance.  However, late in 1972 an unexpected ruling from a federal court held that FMVSS 208 existed under the provisions of the NTMVSA (National Traffic & Motor Vehicle Safety Act (1966)) and this was found to contain no statutory basis which could extend to the banning of convertibles.  In fact, the judgment stated, the act obligated the agency “to afford such vehicles special consideration.”  Detroit no more expected that than did the NHTSA but while the manufacturers were sanguine about no longer producing convertibles, the regulators were compelled to decide what to do about their regulation and, given Detroit’s attitude, they decided to kick the can down the road and simply extend the “temporary” exemption, nominating no end-date.

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 et al), 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.