The Volvo P1900 Sports Car

February 16, 2026 RichardReina Cars on the street, Dealerships Volvo P1900

I can hear the outcry from here: “Oh Richard, there’s a typo in your header. Certainly, you meant to write “The Volvo P1800 Sports Car!” No I didn’t.

Indeed there was a Volvo P1800 model (progressively renamed the 1800S, 1800E, and 1800ES). Manufactured as both a coupe and three-door sport wagon, they were built from 1961 through 1973, and have become well known and sought after among enthusiasts. By comparison, Volvo’s P1900 is unknown to all but diehard Volvo fanatics. It is also a rare “failure” from Volvo, with upper management pulling the plug after a brief production run. As such, there is very little printed information available about the car.

My primary source of information about this model is “Volvo—The Cars—From the 20s to the 80s” by Bjorn-Eric Lindh. Within this hardcover book is a six-page chapter devoted to the P1900. The car was especially infamous for its fiberglass body, which to the best of my knowledge was the only time Volvo manufactured bodies with that material. Quoting Lindh:

“… Assar Gabrielsson (head of Volvo) had been in the habit of visiting the USA now and again to meet with suppliers and business contacts and to keep abreast of what was happening in the industry. During a visit in 1953, he quickly realized that there was a burgeoning interest in sports models, including … the new Corvette. The Corvette was made of polyester reinforced with glass fibre, and he was so taken with the new technique that he traveled to California to visit Glasspar, the company which had pioneered the use of glass fibre in boats and cars.”

A production P1900, photo from Lindh’s book

This claim that Chevy’s Corvette directly influenced the birth of the P1900 is not repeated in any of the official Volvo publications I own. Lindh goes on to imply that Glasspar also designed the car, which was completed so quickly that Gabrielsson was still in the States when the styling exercise was completed! The body drawings were sent to Sweden, and a chassis was needed. Since the then-current PV444 was unibody, an entirely new chassis was developed. Running gear was taken from the PV444, with a horsepower bump from 60 to 70. Prototypes were built and tested, and the car went into production for model year 1956.

The P1900 chassis, photo from Lindh’s book. No collapsible steering column here!

Several problems quickly emerged, mostly around quality. A long-distance test drive undertaken with one of the first production models included complaints of a flexible frame, weak body mounts, and poor door fitment. Despite a marketing campaign aimed at both Swedish and American customers, demand was low. Volvo’s new boss, Gunnar Engellau, took a P1900 home for a weekend, and he quickly concluded that the car was not up to Volvo’s standards, so he ordered that production be shut down.

Forty-four cars were built in 1956, and a further twenty-three in 1957, for a total production run of sixty-seven (plus, according to Lindh, “four, or possibly five, prototypes”). And that was the end of the P1900, although, it was not the end of Volvo’s desire to produce a sporting car. But the story of the P1800 is a story for another day.

A P1900 prototype, photos from Lindh’s book. Note the wrap-around windshield and fixed roof. Based on side molding, these may be two different cars.

The P1900 came back to my attention when I found the photographs of the Volvo ECC which were the subject of last week’s blog post. I also found photos taken in 1994 during a family reunion trip to North Carolina. I had seen a For Sale ad, likely in Old Cars Weekly, for a Volvo P1900 for sale. The car was at a Volvo dealer, Wes Howell Volvo in Wilmington, NC, so we swung by on our way down. Unfortunately, the only day we could visit was a Sunday, when the dealer was closed, so my photos were taken through a showroom window. This was the first time I had seen a P1900 in the “fiberglass.” The asking price was somewhere in the mid-to-high teens, which I didn’t have, and besides, I was trying to finish the Isetta, and didn’t need another distraction!

Photo from Lindh’s book: A P1900 staged with a Volvo Duett and a 1940 Graham Hollywood!

Sometime around 2006, I was part of a VCNA crew selected to drive Volvo’s classic car collection from Port Newark to Rockleigh. I was piloting a 445 wagon, and some other lucky devil got to drive the P1900, which had recently been restored. Do any current or former Volvo employees know if Volvo USA still owns it?

The P1900 in the dealer’s showroom, between a 544 and an 1800.

Note the “Volvo Sport” script; some sources state that this is the car’s official name

My P1900 model, a gift from my Swedish pal Lenny, atop Lindh’s Volvo book.

1993: The Volvo Environmental Concept Car (ECC)

February 11, 2026 RichardReina Uncategorized

One of the best aspects of working for an automobile manufacturer as a car enthusiast was the occasional opportunity to peer into the brand’s crystal ball. This happened numerous times for me as a Volvo employee, usually during a business trip to Sweden, Volvo’s mother country. But sometimes they brought the excitement directly into our backyard, as happened in 1993 when a full-size concept car, in this case the Volvo ECC (Environmental Concept Car) was put on display in Rockleigh, NJ, Volvo’s American headquarters.

Similar to today’s EVs, the ECC sports a fake “grille”, unneeded with this powertrain

Interestingly, the ECC was built as a hybrid, long before our current market infatuation with that term. According to the Wikipedia article on the car:

… the Volvo ECC used a gas turbine engine to drive the generator for recharging. This type of engine has a higher thermodynamic efficiency than the conventional internal combustion engine with pistons. Also in Volvo’s design, the fuel is evaporated and mixed with air before ignition. This provides a very low NOx emission. The driver can also switch between gas turbine electric and hybrid by switches on the dashboard.

That particular hybrid setup never made it to market. What did come to market, in 1998, was a totally new sedan, the Volvo S80, and in retrospect, we saw that the styling of the ECC was very close to completely foretelling the S80’s design. The new design language of the S80 was a major breakthrough for Volvo, and spread throughout the rest of the range. The ECC was designed in 1992, and the S80 was launched in 1998, six years later. This gives you some idea of the long lead time that automobile manufacturers often need when bringing a totally new car to market

The ECC sat under a tent in the parking lot. It must have been hot that day.

I remember that day in 1993 well. The ECC was parked outside one of Volvo’s buildings in the industrial park, and employees were given permission to inspect it. I had my camera with me that day at work, so obviously, I was expecting to see it, and was excited at the opportunity to take a few snaps. Learning about the ECC made me proud to work for a company that was developing environmental solutions within our industry.

Several other new cars (like this 855) were staged in the lot as well.

That tail light shape would become the symbol of the S80s new design language.

Yes, that’s me. I have no explanation for the shades and the tucked-in tie. But in 1993, suits and ties were still the dress code at VCNA.

The 2026 Philadelphia Auto Show

February 4, 2026February 4, 2026 RichardReina Car shows, Events Philadelphia Auto Show

I made my way to Center City Philadelphia this week to attend the annual new car show, held as always in the Pennsylvania Convention Center. Fortunately, it’s only an hour’s drive (if traffic is behaving), and there are plenty of parking lots and garages in the immediate vicinity. The Philly show is on a much smaller scale than the NY show (which will be in April this year), and tends to be less crowded and more laid back than NY, and therefore more enjoyable. It’s been at least five or six years since I made my way to Philly for this one, and I’m glad I went. (I wrote a blog post about my 2012 visit to this show, which you can read here.)

There was a surprisingly good array of both domestic and import brands represented, but that observation deserves an asterisk. As I came to realize during my stroll, more than a few of these brands were supported not by the manufacturer, but by a local dealer. I cannot tell you with a high degree of certainly which were which, but if the size of the display were an indicator, I would conclude that Chevrolet, Ford, Toyota, Hyundai, Kia, Honda, and maybe Stellantis (Chrysler/Dodge/Jeep/Ram/Fiat/Alfa Romeo) were manufacturer-sponsored, and Subaru, Nissan, Volkswagen, Cadillac, Tesla, and maybe Lincoln were dealer-sponsored. The two brands which I am 100% certain were dealer-sponsored, both because of the signage and my engagement with a salesperson, were Volvo and Polestar, with vehicles on site courtesy of Volvo/Polestar of Princeton, owned by the Long family.

Despite the turmoil in the news about electric vehicles and the loss of government incentives, consumer reluctance, and factory pullbacks, every brand at the show included EVs, some more prominently than others. First, you had pure EV makes like Polestar, Tesla, Fiat, and Lucid. Cadillac shocked me (no pun intended) when I learned that except for the CT5 sedan, every other vehicle they had on display was a pure EV (NOT hybrid). Obviously, the EV push is not going away.

Just as NY has done for the past several years, the main floor in the Convention Center included an EV test track, and show-goers could ride in the EV of their choice. While I didn’t take advantage of the opportunity, whenever someone mentions to me that they would “never” own an EV, my first question in response is, “but have you driven one?” Almost always, the answer is “no,” and it becomes difficult to reconcile the “never” answer when one hasn’t at least tried it. Shows like NY and Philly give you a free, no pressure chance to have the experience.

General and specific observations continue below, accompanied by photographs.

For a Tuesday afternoon, the show was well-attended, but not so crowded as to impede access to the cars.

The main aisle was cleverly carpeted with this highway-like stripe.

This was my first time seeing a pillar-to-pillar screen. It was so wide that I had to sit in the back seat to photograph it.

If a sea of silver, grey, and black bore you, McLaren offers these eye-searing shades.

SUBARU

The new Forester has grown to the size of the previous Outback

No one was near the RWD BRZ sports coupe which looks tiny next to its siblings

INEOS GRENADIER

These high-end SUVs and trucks have been advertised on TV, but aside from that, I know very little about them. This show was the first opportunity I’ve had to see them in person, and while I’m not a “truck guy” by any means, I could relate to their attractiveness for a certain clientele. Looking at the manufacturer’s website, the starting prices are lower than I expected, $62,995, which is competitive with many similar vehicles.

CADILLAC

The Optiq is the smallest of Cadillac’s EV SUV lineup (followed by the Lyriq, Vistiq, and Escalade IQ), and I found the exterior to be quite attractive. I especially liked the low height, giving it more of a station wagon profile. The AWD model starts at $56,195.

The Escalade IQ, by comparison, is grotesquely obscene. Photos do not adequately portray the gargantuan, gluttonous proportions of its hideousness. The only purpose this vehicle has in the marketplace is to call attention to itself and its ostentatious owner about its ability to cast its dark shadow onto every other vehicle on the road.

BUICK

With an MSRP starting under $25,000, the appeal of this good-looking Envista is easily understood. It looks to me like a well-designed cross between a car and a crossover. Take a look at that Monroney label as well: the engine and transmission are sourced from Mexico, 73% of its foreign parts come from Korea and China, and its final assembly point is in Korea, which help hold down the price.

THE Y-JOB

What an incredible surprise to see Harley Earl’s Y-Job in the metal. He unveiled it in 1938, and the public must have thought they were looking at a space ship. It still looks revolutionary today. Yet, it was mostly ignored by the show attendees.

ALFA ROMEO

Situated among its Stellantis cousins was a Tonale SUV, the only Alfa at the show. (Alfa showrooms also include the Giulia sedan and the larger SUV, the Stelvio.) The black paint did it no favors, as I find black cars at indoor car shows to mute the styling (as well as being a challenge to photograph). Still, at least Alfa was here.

FORD

The Bronco and Bronco Sport were the big story, highlighting some different color choices too.

POLESTAR

As mentioned above, it was the local dealer which populated the Polestar display, and it included the cleverly-named Polestar 1, 2, 3, and 4 models. All kidding aside, the 1 and 2 are out of production, and the cars on the floor were used cars for sale. (I thought the 2024 Polestar 2 with an asking price of $36,888 to be a bit of a bargain. I had one for a weekend, which you can read about here.) The new Polestars were the 3 and the 4. The 3 is the large SUV, but again, the black paint did nothing to accentuate its rather nice lines. The 4 is the controversial one, as it has no rear window, and the inside rear view mirror is a camera. From what I’ve read, drivers who wear glasses might struggle with a poorly defined depth of field. I must also ask: what happens when (sad to say, not “if,” but “when”) the mirror/camera goes on the blink and you no longer have any vision of what’s directly behind you?

Did AI write this? “Passenger doors rear left: Conventional left rear passenger door.”

Pre-owned 2024 Polestar 2 with 10,000 miles

This Polestar 4 has no ‘backlight’ (rear window)

The inside rear view mirror is really a camera. Here’s what you see.

THE AACA EXHIBIT

If tradition is any guide, I was expecting a display of classic cars at the Philly show, because they have been there during my previous visits. This year, with the AACA sponsoring what was billed as “Classic Blvd.,” it took over an entire hall separate from the new cars. I will guess that there were 40 to 50 classics on display, and about a third of those were Triumphs, sponsored by the Delaware Valley Triumph Club.

This Alfa Romeo Montreal was a special surprise:

The Triumphs:

Alfa’s National Magazine Again Publishes My Bologna Car Show Article

January 26, 2026 RichardReina Car shows, Ephemera, Events Alfa Owner magazine, AROC, Auto e Moto d'Epoca

The esteemed editors of the monthly Alfa Owner magazine, the official publication of the Alfa Romeo Owners Club (AROC), selected my article submission for publication in the magazine’s February 2026 edition. Similar to my article from 2025, the story summarized my visit from October of last year at the Auto e Moto d’Epoca, the annual classic car show in Bologna, Italy.

Although my numerous blog posts from the show (found here, here, and here) covered all Italian makes, my AROC story included only the Alfas, understandably so. Thirteen of my photos were included, and I am again honored by this decision. A special thanks must go to Elyse Barrett, managing editor, who worked so closely with me and provided wonderful editorial guidance, as she has for my previous articles.

The four pages from the article are scanned below.

Auto Mania: The Allentown, PA Flea Market, Jan. 16, 2026

January 18, 2026 RichardReina Car shows, Events Auto Mania

According to their website, Allentown, PA’s “Auto Mania” has been held since 1990. My earliest recollection of attending was in 1997, and I’ve gone back sporadically since then. As classic auto flea markets go, this may be the smallest one out there. (It is worth noting that a few years ago, Carlisle Events purchased Auto Mania, although to my eye, the only thing it changed was adding the Carlisle name to the signage.) Its primary function has been to serve as an excuse to get to a show during the winter. And that was the rationale for three of my besties and me to head there on Friday, January 16.

Thankfully, Larry noticed that the doors didn’t unlock until noon on Friday, so we met for a mid-morning breakfast, filled our bellies, and arrived at the Agri-Plex Expo Center around 12:15. We should not have been shocked at the sight, but we were: the line to get into the place snaked up and down in front of the building, so much so that we stood in the windy and chilly air for thirty minutes before setting foot inside. The place was packed with both vendors and spectators, and so our wandering along the aisles began.

This was only a small part of the entrance queue

This is billed as an indoor-only, all weather event, and 99% of the vendors are selling parts, not cars. Anticipating that I would find the typical piles of stuff that would not interest me, I was pleasantly surprised at the variety. Old books and maps, two of my weaknesses, were easily found. Although I didn’t make any purchases in these categories, it wasn’t for lack of trying. A map vendor had some very interesting NYC maps dating back to the 1940s, and I spent more than a few minutes poring over the choices, ultimately deciding that there weren’t any maps I desperately needed. My favorite vendor was the one who had many tables meticulously arranged with various tools, supplies, and hardware, and he ended his day $15 richer thanks to me.

This vendor, from whom I bought a few things, was busy all day

My three compatriots wandered the building on their own, while I took to strolling solo. I ran into five fellow AACA members, all doing the same thing I was: getting out of the house for a chance to enjoy the hobby inside a heated building. My travel companions and I reconvened around 3 p.m., and headed next door to the Allentown Farmer’s Market, where we found an open counter at a country-style luncheonette, and enjoyed a late afternoon meal. Having driven my own car there, we bid our farewells, and I was home before dark.

The show was mainly populated by older white men with gray hair

It’s nice to know that there is a January car show within an hour’s drive. Would I go every year? Not necessarily. A lot would depend on the weather, and my own level of desire to make the effort. But I enjoyed the day, and now I am even more anxious for April to arrive, so that I can welcome the unofficial start of the car show season.

One of the few cars there was this Datsun 280ZX being raffled off

This vendor had a make or model nameplate for almost every domestic vehicle made

Typical car show food was available, but we waited for better choices at the farmer’s market

AROC-NJ Monthly Breakfast meeting, Jan. 11, 2026

January 12, 2026 RichardReina Drives, Events AROC-NJ, Bernards Cafe

The cold January air did nothing to dissuade twelve Alfisti from meeting up at The Bernards Café in Bernardsville, NJ, for the New Jersey Alfa Club’s monthly breakfast meeting, held on Sunday, January 11, 2026. It was especially nice to see three spouses join the ranks, so a hearty Ciao to Denise, Margaretanne, and Suzanne. You are always welcome to join us!

I’ve always enjoyed this particular eatery, and the food and drink did not disappoint. In addition to the typical breakfast fare, there are interesting specials on the menu, and several of us took advantage of those choices. Because of the Café’s table arrangements, we were seated in two groups of six, and while we chitchatted about our favorite marque, my table also had an interesting and enlightening conversation about our numerous Italian ancestors.

We had four Alfa Romeos parked outside, and all four were modern Giulias, each one in a different color. To my eye, the car’s styling which debuted in this market in 2017 has remained fresh. (I write this while we anxiously await the next generation Giulia, due perhaps as soon as later this year.) We parted company around 11 a.m., already looking forward to next month’s breakfast meet.

The NJ Region AACA Annual Banquet, Jan. 4, 2026

January 6, 2026 RichardReina Events AACA NJ Region

Why do I belong to a car club? (I actually belong to five at the moment.) It has its disadvantages. There are dues to pay. Meetings to attend. Activities for which one is “volunteered.” Internal squabbles to irritate one’s nerves. I admit that there are times when some of these rear their ugly heads and make me think twice about my commitment. However, like many relationships, the pros can, and do, outweigh the cons. There are the events spent with like-minded people. The camaraderie. The availability of technical help. The feelings of accomplishment. The NJ Region of the AACA (Antique Automobile Club of America) had been a regular part of my life for over fifteen years, and overall, it’s been a great ride.

In addition to its monthly meetings, the Region has an annual banquet, held every January. Two major business items are on the agenda: the swearing in of our new officers (President, Vice President, Secretary, Treasurer, and Membership Secretary), and the awarding of various trophies, certificates, and similar awards. Our 2026 banquet was held this past Sunday, January 4, at The Chandelier at Flanders Valley, a restaurant/catering hall that has been hosting us on a regular basis. A crowd of perhaps 70-80 members and guests enjoyed cocktails, appetizers, dinner, and dessert for a reduced price (the Region covered a percentage of the cost). Awards were handed out based on a member’s level of participation. For example, attending an activity results in earning points, and the top twelve earners are given a brass plaque.

Our 2026 officers (seated) are sworn in by our President Emeritus

Other awards are up to the discretion of a Board member or committee chairperson. Dick Bettle, who is editor-in-chief of The Road Map, our Region’s monthly newsletter, selects a person each year that he feels has made the largest contribution to the newsletter. I’m proud to say that for 2025, Dick chose me, because of my monthly column, “Rich’s Ramblings,” which I’ve been submitting to him for the past five plus years. I was given a trophy, and I was truly honored.

More importantly: the conclusion of awards meant that we could enjoy dessert and coffee! Seriously, I do enjoy my time with this bunch, even if I am one of the only members without an American car. (My Alfa has won its share of AACA trophies as well.) I wasn’t sure how to end this post, so, for the first time, and maybe the last time, I asked AI to write me a summary, and here it is:

Joining a classic car club can significantly enhance your enjoyment and understanding of vintage automobiles, while providing access to a vibrant community and valuable resources. However, it’s important to weigh the associated costs, commitments, and potential drawbacks to ensure the club aligns with your interests and lifestyle.

The Taunus: Ford’s Forgotten ‘50s Compact

December 29, 2025 RichardReina Ephemera, Print material

Yesterday was spent rummaging through several plastic containers full of my parents’ “stuff,” as I pondered (and ultimately postponed) the idea of organizing hundreds and hundreds of my mother’s photographs (which go back to the 1940s) and arranging them in something close to chronological order. The real goal is to get them into photo albums so that my family can enjoy leafing through them.

But I did (re)discover several old postcards which brought back a rush of memories. I am in possession of two of my father’s postcards, both with images of Ford’s German Taunus 17M, one car a four-door sedan, the other a two-door wagon, both cars in a very ‘50s two-tone paint scheme. (The car was named after a German mountain range. Is it a coincidence that “Taurus” differs by only one letter?) I clearly recall my dad showing these to me when I was a mere pup. Both postcards are in pristine shape, and what’s especially intriguing is the setting, as noted on the back: “Rome”. Why would Ford produce postcards of its German-built cars with images taken in Italy? Given the use of English on them, I can only presume that these were produced for U.S. dealers.

Since I know next-to-nothing about the Taunus, the reference books came out. My copy of the Standard Catalog of Imported Cars, 1946-1990 tells me that after several years of building Taunus 12M and 15M models, in 1958 the 17M model was introduced, with a larger engine and all-new styling reminiscent of American cars of that time. Out of a total of 67,772 units produced for global sales in 1958, 1,627 (2.4% of the total volume) were sold in the U.S. The 17M engine displaced 1698cc, and churned out 67 horsepower and 98 lb. ft. of torque. There were three body styles, two-door sedan, four-door sedan, and two-door wagon, each available in base or deluxe trim. Retail prices ranged from $2,017 to $2,311. The only options were overdrive or a Saxomat automatic clutch. These cars still used six-volt electrics, even though American Fords had already switched to twelve volts. The styling as illustrated in my photos remained through 1960, at which time the 17M was substantially redesigned.

As a final note, the book states that by 1961, “exports to the U.S. had diminished and Taunus was no longer listed as an official import. Not until the Capri of the 1970s and then the subcompact Fiesta did substantial numbers of Fords again arrive in America from Germany.” Of course, in model year 1960, Ford fielded its own home-grown compact in the form of the Falcon, as a two-door sedan, four-door sedan, two-door wagon, and four-door wagon. With a more powerful six-cylinder engine, and factory prices ranging from $1,974 to $2,225, the Taunus didn’t stand a chance against its domestic cousin.

Ford’s attempt to sell its European Taunus compact in the States is a long-forgotten memory for most. But as noted above, Ford would not stop trying, and General Motors (with its Opel) and Chrysler (with its rebadged Mitsubishis) would join the fray. The repeated attempts by U.S. auto manufacturers to sell imports in domestic showrooms is a convoluted story which continues to this day!

NJ-AROC monthly breakfast meet, Dec. 21, 2025

December 22, 2025 RichardReina Drives, Events

For the first time in my memory, a monthly breakfast gathering of the NJ Chapter of our Alfa Romeo Club was postponed due to weather. Sunday December 14 saw all of us awaken to the sight of around a half-dozen inches of snow, and the club wisely decided it prudent to wait a week. But the wait was worth it when ten NJ-AROC members made it to the B2Bistro Bar & Grill in Bordentown, NJ for our December meet and eat.

The Bistro doesn’t open until 9 a.m., and its menu is more of a brunch than a traditional diner type breakfast, but everyone found something satisfactory to order (the four-egg omelet was a popular choice). We had a nice mix of folks we see quite regularly combined with those who make the journey only occasionally, which is why we rotate the breakfast location.

My ’67 is in hibernation, as are some other members’ cars, so the only three Alfas in the parking lot were modern ones, but what a lovely lineup they made! Three Giulia sedans, each in a different color, were parked side-by-side. I may not be objective, but for a vehicle which debuted in 2017 and has not seen any significant design changes since, the Giulia shape has aged very well indeed. To my eye, Alfa got it correct right out of the box.

With Christmas and New Years on their way, the Alfa women and men bid arrivederci to 2025, as we anxiously await for the 2026 car show season to begin.

Yes, there are eight here, the final twosome showed up later….

Book Review: “Fins – Harley Earl, the Rise of General Motors, and the Glory Days of Detroit”

December 10, 2025 RichardReina Print material Harley Earl

Book Review: Fins – Harley Earl, the Rise of General Motors, and the Glory Days of Detroit, by William Knoedelseder

From the publisher:

The New York Times bestselling author of Bitter Brew chronicles the birth and rise to greatness of the American auto industry through the remarkable life of Harley Earl, an eccentric six-foot-five, stuttering visionary who dropped out of college and went on to invent the profession of automobile styling, thereby revolutionized the way cars were made, marketed, and even imagined.

Knoedelseder tells the story in ways both large and small, weaving the history of the company with the history of Detroit and the Earl family as Fins examines the effect of the automobile on America’s economy, culture, and national psyche.

I came across this book in my local library and decided I had to read it. If you already have the slightest interest in the history of American automobiles of the twentieth century, the name Harley Earl will be familiar to you. His thirty-year career with General Motors, from the late twenties through the late fifties, was instrumental in GM’s sales dominance at that time. With chapter titles like “The Cadillac Kid,” “The Birth of Fins,” and “The Great American Sports Car Race,” the author’s deep dive into Earl’s role within the General’s hierarchy is thorough, and keeps the reader’s interest throughout. Although I thought I knew much about the man, I discovered many interesting details about Earl’s life after reading this book.

For example, he grew up not in Detroit but near Hollywood, before that town became home to wealthy movie stars. From a young age, he did design work in his father’s carriage shop, and that expanded to sleek, one-off custom bodies for Hollywood’s new elite class. When a local Cadillac dealer sought to purchase 100 bare chassis for Earl to customize, the sales order got the attention of G.M. brass, some of whom flew to California to investigate. Once they saw what was going on, they asked Earl to create new designs for Cadillac and LaSalle. In 1926, new Cadillacs were available in three different body colors. In 1927, under Earl, there were 500 color and upholstery combinations. The newly launched LaSalle is cited as being the first car that was “styled,” thanks to Harley Earl.

Harley pioneered the use of modeling clay in the studio, saving much time in creating mockups. In short order, he was promoted to become the company’s first V.P. of Styling, and he is credited with inventing the concept of annual model year design changes. Harley was not an easy man to work for, and the book retells many stories about rank-and-file designers who were sometimes required to work seven days a week, even through holidays like Christmas. He was not beyond reducing grown men to tears, and more than one designer quit or was fired if the slightest infraction incensed Mr. Earl. Some of them outright hated their boss, but hung on because of the success of their work.

One of my favorite stories as told in this book concerns the design work for the 1958 Buicks (the ’58 GM lineup is considered a low point against what was otherwise a long series of successes for Mr. Earl). The stylists were torn between a large trim piece for the rear fender (what the book calls a “thick, five-foot long oblong configuration of chrome and stainless steel”), or a simple sweep spear, similar to what previous Buicks had used. About to break for lunch, the designers, as a matter of expediency, attached both ideas to the side of the full-size mockup. Harley happened to walk through the studio while the staff was dining. When they returned, he excitedly said to them, “Boys, you’ve done it! This rear quarter trim on the Buick is perfect. Let’s do it just like this!” To their utter horror, their boss wanted BOTH trim considerations used, and that’s what went into production.

This factory photo of a 1958 Buick highlights its rear quarter trim

Harley’s Y-Job and LeSabre custom cars were outstanding visions of what the future of car design could look like, and even better, they were fully operational. Earl regularly commuted to work in one or the other, to the delight of fellow motorists who were lucky enough to catch a glimpse.

The book does an admirable job covering the state of the industry in parallel with Earl’s history. His main competitor at the time, Henry Ford, is also written about extensively, but I found some of this coverage to be the biggest fault of the book. While it is understandable that the author would be a fan of his subject, and find ways to praise him despite his shortcomings, Henry Ford gets no such slack. Ford’s personal faults are well known: his antisemitism (the New York Times is quoted as calling Ford “… an industrial Fascist…. The Mussolini of Detroit”), his battles with his son Edsel, and his stubborn refusal to adapt new engineering, but Knoedelseder included these without offering corresponding praise for Ford’s many great achievements, giving the book a one-sided flavor. He even credits Earl with the invention of the tail fin, although the book’s text makes it clear that another designer, Frank Hershey, deserves that credit. (Hershey, fed up with working for Earl, moved to Ford, where he designed the new two-seat Thunderbird.)

Despite these criticisms, overall, I greatly enjoyed the book, and I highly recommend it, not only for fans of General Motors cars, but for anyone who desires to learn more about the history of American automobiles.

richardscarblog

All automotive, all the time