Cadillac Fleetwood 1959

Other options included a CD player, a full-size spare tire, a sliding glass moonroof (dubbed “Astro roof”), chrome wheels, a security package, and an automatically dimming rear-view mirror.

Production of the Eldorado Brougham ceased in 1961 but in 1963 the Eldorado Biarritz also became Fleetwood bodied and immediately acquired Fleetwood crests on its rear quarters and Fleetwood rocker panel moldings. The 1963 Eldorado Biarritz was also the first Fleetwood bodied convertible since the Cadillac Series 75 stopped offering 4-door and 2-door convertible body styles and production of the Cadillac Series 90 ceased in 1941.

The Fleetwood nameplate departed the front-drive lineup for 1993 (as Fleetwood was transferred to the new rear-drive replacement for the 1992 Brougham). Instead, the Sixty Special nameplate was used on the front-wheel drive model for 1993. A total of 5,292 Sixty Specials were built during 1993, including 688 with the optional “Ultra” Package that featured 22-way adjustable front seats, designed in Italy by Giorgetto Giugiaro. This seating package had been standard on the Sixty Special since 1989, but in 1993, it became a $3,550 option. While it was based upon the DeVille, the Sixty Special included eleven items as standard equipment, while those eleven items were optional at extra cost on DeVilles. There were options for the Sixty Special, that were unavailable on the DeVille, such as “Memory Seat” for the driver with two recall settings, an “Exit” button” when pushed automatically powered the driver seat all the way rearward, and dual front seat power recliners. After the Fisher Body Corporation purchased the Fleetwood Body Company in 1925, Fleetwood bodies were reserved exclusively for Cadillac. By 1929 GM had purchased the remaining stock holdings of the Fisher Body Corporation and thus became the sole owner of both the Fisher and Fleetwood companies. From 1927 through 1934 all Cadillac series offered Fleetwood bodies as an option. Both the Fleetwood and DeVille were coded as C-bodies in the fourth digit of the VIN. The fifth digit coded the DeVille as “D” (with the later Touring Sedan becoming “T”), the Fleetwood as “B”, and the Fleetwood Sixty Special as “S”. The Sixty Special became the “G” code for 1991, and switched back to “B” for its 1993 run.Cadillac offered the Fleetwood Sixty Special for model years 1987–1988, using a stretched 115.8 inches (2,940 mm) version of the new C-body platform — as well as the Fleetwood Series 75 for model years 1985–1987, using a 134.4 inches (3,410 mm) stretched version of the same platform. The aluminum 4.1 L HT-4100 V8 was replaced by the 4.5 L HT-4500 for 1988. The engine displacement was increased for 1991 to the 4.9 L HT-4900.

As had been the case since the 1977 model year, there were little more than trim differences between the Fleetwood and the DeVille. For 1985, the Fleetwood was actually a de Ville trim option, rather than a separate model. The optional d’Elegance package, added tufted-button seating among other niceties for the FWD Fleetwood sedan. The Fleetwood coupe had been dropped after the 1986 model year, but returned in 1989. The Fleetwood coupe for 1989 – 1992 was not popular with model year production in 1989: 4,108, 1990: 2,438, 1991: 894, and for 1992: a mere 443.

The Fleetwood Body Company of Fleetwood, Pennsylvania, was founded by Harry Urich in the nineteenth century. It began as a small community of craftsmen founded by Henry Fleetwood, Esq. of Penwortham, near Lancaster, England (the Fleetwood family flourished in England in the 17th and 18th centuries). The traditions of 300 years of coach-building that the Fleetwood Body Company applied to its work on cars secured it a high reputation in automobile circles worldwide by the 1920s. Coachwork was built by Fleetwood for a variety of luxury makes through 1924.

The Brougham option package included a full vinyl top, C-pillar badging, specific seat design with six-way driver’s seat memory, and heated three-position lumbar front seats, instrument panel badging, rear-seat vanity mirrors, and rear-seat storage armrest. The full vinyl top could be deleted from the package, and the seats could be upholstered in either Prestwick Cloth or leather.A modified, extended wheelbase seventh generation Deville, was marketed as the Fleetwood Limited for 1998-1999 by the independent customizer, Superior Coach Company. A regular production DeVille’s wheelbase was stretched by 6.0 in (150 mm), and its overall length by 12.0 in (300 mm), providing more rear legroom and a larger trunk. 781 were manufactured.The Fleetwood line was redesigned for the 1989 model year to include skirted rear wheels. The Fleetwood coupe remained on the 110.8 in (2,810 mm) wheelbase, while the sedan’s wheelbase increased by 3 inches (76 millimetres). The slightly revised Fleetwood coupe, with extended front and rear styling, was sold from 1989 and ended in 1992.

Before 1934, all Cadillac models could be ordered with bodies built by the General Motors Fleetwood coachbuilding operation in Fleetwood, Pennsylvania. Between 1935 and 1941, cars bearing the Fleetwood name were assembled there.Lawrence P. Fisher was the Fisher brother most closely involved with Cadillac in its early years. In 1916 he joined the Fisher Body Company that had been formed by two of his brothers in 1908. Larry (as people knew him) was one of four of the seven Fisher brothers who brought Fisher Body Corporation under the General Motors umbrella in 1919. In May 1925 Alfred P. Sloan, then the head of General Motors, appointed Fisher as Cadillac General Manager, an office he retained through 1934. Fisher immediately went to work adding exclusive, custom bodies to the Cadillac range. Thus, he oversaw the purchase of the Fleetwood Metal Body Company by the Fisher Body Corporation in September 1925. The 7,000 lb (3,200 kg) trailer towing package was made available 1993, a return to production sedan since the 1971–1976 Cadillac Sixty Special. The RPO V4P package included heavy-duty cooling (RPO V08, which consisted of a seven-blade mechanical primary fan, a heavy-duty electrical secondary fan, and an extra capacity radiator), RPO FE2 Suspension System Ride Handling, HD 4L60 transmission, RPO KC4 Cooling System Engine Oil, RPO KD1 Cooling System Transmission Oil, RPO KG9 140 amp alternator, and RPO GT4 3.73 gears with an 8.5-inch ring gear. In 1994–1996, the V4P package was revised with RPO GU6 3.42 gears with the new more powerful RPO LT1 260 hp (194 kW) V8, and HD 4L60E transmission with revised accumulators to shift smoother with the shorter rear axle gearing. Transmissions included the 4L60 (1993) and 4L60E (1994-1996). Power was increased to 180 hp (134 kW) from the same 4.5 L engine for 1990 through the use of a dual-stage intake manifold and other changes. It was replaced by the 200 hp (149 kW) 4.9 L HT-4900 for 1991.After 1934, Cadillac became more selective in offering Fleetwood bodies on its series and by 1938 the only way to obtain a Fleetwood-bodied car was by buying a Cadillac Series 75 or 90, as even the Cadillac Sixty Special had a Fisher body in its inaugural year. The Fleetwood script and crest would not appear on the exterior of any Cadillac until the 1947 model year when it appeared on the rear deck lid of the Sixty Special. By 1952 it also appeared on the rear deck lid of the Series 75. In 1957 the Cadillac Series 70 Eldorado Brougham joined the Sixty Special and the Series 75 as the only Cadillac models with Fleetwood bodies although Fleetwood script or crests did not appear anywhere on the exterior of the car. This marked the first time in 20 years that a Fleetwood bodied car was paired with the Brougham name. When production of the Eldorado Brougham was shifted in 1959 from the Cadillac Fleetwood plant in Detroit to Pininfarina in Turin, Italy, only then did it acquire Fleetwood wheel discs and doorsill moldings, presumably because the design work and final touches were still being done by Fleetwood.

The iconic 1959 Cadillac was known world-wide, it was the tail fin that got the attention. Fleetwood crafted a masterpiece; the Series seventy-Five was the perfect size to compliment the fins. In all their splendor and grandeur both the Series Seventy-Five nine passenger sedan and formal limousine were the only vehicles built in America specifically designed and built as limousines. These regal sedans were spacious and luxurious.Those fabulous fins! The 1950s had the “fin race” to see who could fashion the largest, the longest, with the most miles of chrome trim. The fin wars spanned the auto industry in the 1950s and early 1960s. For the 1959 model year the winner was obviously Cadillac. The leader had the tallest tail fins in the industry. The 1959 Fleetwood series Seventy-Five nine passenger sedan and formal limousine were perfectly suited for those fins.A Cadillac Fleetwood was eloquence on the grand Cadillac scale in the graciously special world of the brand. It maintained a poised dignity that was the hallmark of every Cadillac. Its stately demeanor garnered respect and admiration wherever it was driven; in any gathering of fine automobiles they were immediately identified. A powerful engine, silky smooth performance, and elegant coachcrafting by Fleetwood made the 1959 Series Seventy-Five nine passenger sedan and formal limousine enigmatic presentations in the continuing saga of “As the Standard of the World Turns.”

It had the luxury length of 244.8” and was 80.2” wide. The Series Seventy-Five nine passenger sedan and formal limousine were very large front engine rear drive vehicles that held the pavement like a magnet. The extremely long wheelbase made this car ride as though it were on a cushion of air. (A big ole’ rollin’ Barco lounger) The new Cadillac chassis featured improved braking, steering, driving ease and riding comfort. Power steering and power brakes were standard. The 1959 Cadillacs were the “Standard of the World” in performance.Those fabulous fins went down in automotive history. The iconic 1959 Cadillac earned world fame for its fabulous fins. Ether one liked them or they didn’t. There were more likes than the hates. The 1959 Cadillac was the “Standard of the World” in drama…..The Series Seventy-Five offered impeccably tailored interiors by Fleetwood. Grey and Fawn were the two colors of which wool broadcloth and wool broadcloth and Bedford cord could be selected. Two folding full-width seats accommodated three additional passengers.The 1959 Cadillac presented a new realm of motoring majesty. In quality and craftsmanship it was a proud and logical successor to the illustrious Cadillac heritage. The talented artisans of Fleetwood coachcrafters created magnificent architecture for the 1959 Series Seventy-Five. No other motorcar received the respect and admiration of these regal sedans. The 1959 Cadillacs were powered by the 390 CID 16-valve OHV V8. The engine was equipped with a Carter AFB 2814S 4-bbl down-draft carburetor with equalized manifold, mechanical fuel pump, dry pack air filter, intake silencer, and automatic choke. The engine produced 325 hp @ 4,800 rpm with 583 Nm of peak torque @ 3,100 rpm. Performance was rated as 0-60 mph in 11.2 seconds, 0-100 mph in 32.8 seconds with a top speed of 119 mph. It did the ¼ mile @ 80 mph in 18.2 seconds. In the formal limousine, the glass partitioned chauffeur’s compartment could be ordered in Grey or Fawn leather to match the passenger compartment or black leather could be chosen. For extra special comfort and convenience, the Fleetwood Series Seventy-Five nine passenger sedan and formal limousine were the “Standard of the World” in grace and dignity.

Seldom has a manufactured product been bestowed with such world-wide acclaim as the eloquent Series Seventy-Five. Their substantial yet ethereal beauty of silhouette, the elegant understatement of design, and the charisma of being a Cadillac made them classics among motorcars. Their aristocratic flair was dramatic and pronounced. Splendor was the constant companion to the passengers of these supremely gracious automobiles. This was so typical of the “Standard of the World.” Never before had a car of such stature been so dramatically styled. The Series Seventy-Five was unique among motorcars with exclusive hy-bridge doors that opened into the roof enhanced entry and exit. From the massive front end styling to the graceful sweep of the tail fins, the Cadillac crest never adorned more impressive or distinctive motorcars than these. The Fleetwood Series Seventy-Five nine passenger sedan and formal limousine were the only limousines built in America that were specifically designed and built as limousines. Their regal not to mention imposing stature maintained the poised dignity that was the hallmark of every Cadillac. There was nothing more exclusive than a Fleetwood-bodied Cadillac. The Series Seventy-Five was the quintessential Flagship. In every aspect their mechanical performance conformed with the highly civilized luxury of their appointments….here begins another success story in the continuing saga of “As the Standard of the World Turns.”Power windows and seat, power steering, and power brakes were standard equipment for the eloquent Series Sixty-Special. The Fleetwood Series Sixty-Special was historically the most luxurious owner-driven Cadillac sedan. The 1959 model year reinforced this image.

This was the Cadillac that stood out among other Cadillacs. The superb Fleetwood coachcraft spoke eloquently of its owner’s taste. Its completely new profile and interior elegance marked it as one of the most dramatic motorcars of all time. The distinctive new rear fender design, the tasteful use of chrome trim, and the luxury of its appointments made it an exceptionally beautiful motorcar.A Cadillac Fleetwood was a culmination of the expertise and design genius of Fleetwood craftsmen. These illustrious sedans featured signature styling features to emphasize their exclusive character. For the 1959 model year, a chrome side spear design with dummy air scoops at the rear doors augmented the six-window sweep of the roofline. The Fleetwood Series Sixty-Special looked even longer with its new design complimented by those fabulous fins.

Equipped with the Rochester triple deuce hp went to 345 @ 4,800 rpm with 590 Nm of peak torque @ 3,100 rpm. Performance was rated as 0-60 mph in 10.8 seconds, 0-100 rpm in 30.4 seconds with a top speed of 124 mph. Performance was similar with the triple deuce set-up by just a few seconds. It could do the ¼ mile @ 83 mph in 17.8 seconds. The engine was mated to GM’s Hydra-Matic (Jetaway) 4-speed automatic transmission.

New power included the 390 CID 325 hp V8 engine combined with the refined Hydra-Matic Drive. Those fabulous fins made an indelible impression upon the automotive world. The 1959 Cadillac Eldorados in unmolested condition sell for six-figures easily. The other 1959 Cadillac models are appreciating equally as positive. The 1959 Cadillacs will always have a place in history as having the tallest tail fins in the industry and its outlandish styling. The 1959 Cadillac Fleetwood Series Sixty-Special was one of life’s supreme pleasures…..and another milestone in the continuing saga of “As the Standard of the World Turns.”Seldom has a manufactured product been bestowed with such world acclaim as this great motorcar. The formidable Fleetwood Series Sixty-Special sedan was known world-wide for elegance, opulence, and that poised dignity that was the hallmark of every Cadillac. It was the “Cadillac of Cadillacs.” No other automobile captured the respect and admiration as the Fleetwood Series Sixty-Special.The 1959 Cadillacs had a bold and daring concept of motorcar design, flamboyant, yet unmistakably Cadillac. The 1959 Fleetwood Series Sixty-Special was most definitely a motoring dream come true. Because of their exclusive Fleetwood-bodied character, they were built at a restricted pace. The 1959 Cadillac Fleetwood Series Sixty-Special was the “Standard of the World” in executive style luxury.

The 1959 Fleetwood Series Sixty-Special was built as body on frame construction. They rode on a long 130” wheelbase, had the luxury length of 225” and was 81.1” wide. The 1959 Cadillacs were built on Cadillac’s rugged tubular-center X-frame which permitted a lower body design improving appearance and greater stability.

The luxurious interiors by Fleetwood were created and crafted by talented artisans who knew one way….the right way. A wide selection of fabrics and leather included Colony Cloth with leather, Clarion Cloth and Concord Cloth combinations, and solid color trim were available to add further distinction to the 1959 Fleetwood Series Sixty-Special.Cadillac introduced an icon that the world would never forget for the 1959 model year. Those fabulous tail fins took the world by storm. They were the tallest in the industry. Cadillac for 1959 presented a new realm of motoring majesty with the Fleetwood Series Sixty-Special. It was the most luxurious owner-driven Cadillac sedan. The 1959 Fleetwood Series Sixty-Special was the only non-limousine made by Fleetwood. A Fleetwood-bodied Cadillac was an exclusive episode in the continuing saga of “As the Standard of the World Turns.”

The only 1959 Cadillac to have chrome taillight spears was the Fleetwood Series Sixty Special sedan. I believe some dealers offered this as a dealer installed option on other Cadillacs, but even the Eldorado Biarritz had painted tail spears.

The Cadillac lineup has generally lacked a two-seat roadster offering for much of the brand’s modern history, other than some variants in the company’s early days, the Allante, and XLR. Now, Abimelec Design an alternate history for General Motors’ luxury nameplate by rendering the look for a sporty two-seater from the late 1950s.

At the back, the ’59 DeVille features a massive set of tailfins, and there are also a much smaller pair on the Corvette. This rendering opts for a compromise by giving the fictional roadster prominent fins but not nearly as big as the real-world Cadillac.The idea is similar to the XLR from the 2000s by taking the bones from the contemporary Chevrolet Corvette and apply Cadillac luxury over the top. Specifically, Abimelec Design uses the 1959 Corvette and 1959 Caddy DeVille as the components for this vehicle rendering. You can take a look at each of these models below to get a better idea of what the artist is starting from. This fictional DeVille Roaster uses the Corvette at the primary contributor to its shape. While both vehicles have a pair of headlights on each side of the front end, the ‘Vette puts them on top of the hood, rather than incorporating them into the grille like on the Caddy. The design for the real-world DeVille’s large, chrome grille shows up on this rendering, though. If this roadster actually existed, power wouldn’t be a concern. The ’59 DeVille packed a 6.4-liter V8 with a factory rating of 325 horsepower (242 kilowatts). The Corvette at this time had a 4.6-liter V8 making as much as 290 hp (216 kW) with the optional fuel-injection system. Although these images show a carburetor, so the max output for this setup at the time was 270 hp (201 kW).

It would have been cool for Cadillac to offer something like this DeVille Roadster in the late 1950s. However, such a sporty machine wouldn’t have fit with the brand’s focus on luxury at the time.1986: An anti-lock braking system, developed by Teves, became available. A 2-position automatic rear-view mirror utilized two electronic ‘eyes’ and a small motor to dim when headlights appeared from behind. A factory-installed cellular telephone joined the option list at an astonishing $2,850. The standard space-saver spare tire now sat horizontally in the trunk, doing away with the small covered storage cubby in the spare tire well from last year. The optional aluminum wheels had new flush-fitting center caps (last year’s design featured exposed capped lugs), and bumper rub strips were changed from black to gray. Borrowed from the front-wheel-drive Fleetwood line, the narrow lower body side molding from the 1985 DeVille was replaced with a considerably wider one (which extended to the rear fenders only on the Fleetwood), and the trim surround from the rear window gave the formal appearance of a smaller window opening. Inside, a more tailored look was applied to the seat trim. Coupe de Ville’s popular cabriolet option, featuring a padded vinyl covering over the rear half of the roof, was priced at $698. Pricing for the Coupe de Ville was $19,669, with Sedan de Ville at $19,990. The transverse-mounted Cadillac 4.1-liter V-8 continued from the previous year, but with 5 more horsepower.Styling changes for 1975 brought dual rectangular headlamps flanked by rectangular cornering lights wrapped around squared-off front fenders. A new cross hatched grille also appeared, with Cadillac script on the header. Sedan’s now featured thin opera windows set within the D-pillars. New standard equipment included front fender lamp monitors, power door locks, high energy ignition, steel-belted radial whitewall tires. The 210 hp 500 V8 used exclusively in the Eldorado since 1970, replaced the 472 as the standard engine. Electronic fuel injection became optional in March, 1975. Another option was the Astroroof with sliding sunshade that permitted use as an electrically operated sunroof or a transparent closed skylight. An ordinary painted sunroof panel was also available. Inside, new hinged door pull handles replaced the former door pull straps.

In 1994, all DeVille models included a driver-side front airbag; digital instrumentation with integrated message center; dual-zone front HVAC system with controls located to the right of the instrument cluster and on the front passenger door panel; automatic lighting, marketed as Twilight Sentinel,; a leather wrapped, tilt-adjustable steering wheel with buttons for radio and HVAC control; and six-speaker audio system with AM/FM/Cassette stereo. Cloth seating was standard, as was front and rear bench seating for six passengers.New energy absorbing bumpers were seen on all GM cars in 1973 and it brought styling refinements to De Ville. Grilles were widened and had an intricate eggcrate design. Larger vertical rectangles housed the parking lamps between wide spaced headlamps which had square bezels but round lenses. Bumpers ran fully across the front and wrapped around each end. Vertical guards were spaced much further apart at a point outboard of the grille. The rear end had a bumper with a flatter upper section housing an angled license plate recess. Border outline moldings vertically “veed” paralleled the fender edge shape at the rear bodysides. Single horizontally mounted rectangular rear side marker lamps were placed over and under the rear tip of the thin beltline trim. Cadillac script was seen on the front fender sides below the belt molding behind the wheel opening. Inside, “soft-pillow” door panels with larger, sturdier pull-straps were new. The rear “lamp monitor” was repositioned from the rear seat shelf to the headliner just above the rear window. An Illuminated vanity mirror was an available option. This was the final year for hardtop Coupe de Villes, an irony since it was their introduction of the hardtop that made them such a sensation in 1949. Sales set a new record at 216,243.

For 1977, the lineup included the two-door Coupe de Ville for US$9,654 ($46,621 in 2022 dollars ) and four-door Sedan de Ville for US$9,864 ($47,635 in 2022 dollars ). The $650 d’Elegance package, an interior dress-up option carried over from the previous generation of De Villes, continued for both models. 3-sided, wrap-around tail lamps were a 1977 feature only (although they would re-appear in 1987). Coupe de Ville’s popular “Cabriolet” option, priced at $348, included a rear-half padded vinyl roof covering and opera lamps. An optional electronic fuel-injected version of the standard 7.0-liter powerplant, adding 15 horsepower (11 kW), was available for an additional $647. Sales figures were 138,750 Coupe de Villes and 95,421 Sedan de Villes for an all-time sales record of 234,171 De Villes sold.In addition to a redesigned grille and hood ornament, 1978 saw slim, vertical tail lamps inset into chrome bumper end caps with built-in side marker lamps (Cadillac would retain this “vertical tail lamp inset” design feature on De Ville through 1984, and again from 1989 through 1999). New for 1978, a “Phaeton” package was optional for De Ville. Available on both coupe and sedan, the $1,929 Phaeton package featured a simulated convertible-top, special pin striping, wire wheel discs, and “Phaeton” name plates in place of the usual “Coupe de Ville” or “Sedan de Ville” ornament on the rear fenders. Inside were leather upholstered seats and a leather-trimmed steering wheel matching the exterior color. The package was available in “Cotillion White” (with Dark Blue roof), “Platinum Silver” (with a Black roof), or “Arizona Beige” (with a Dark Brown roof). Coupe de Ville’s popular Cabriolet roof package was priced at $369, while the d’Elegance package (for coupe or sedan) was available at $689. Electronic fuel injection, which added 15 horsepower (11 kW), was available at $744. Electronic level control – which used suspension-mounted sensors and air filled rear shocks – kept the car’s height level regardless of passengers and cargo weight, was available for $140. Sales dropped slightly from 1977 to 117,750 for the $10,444 Coupe de Ville, and 88,951 for Sedan de Ville, priced at $10,668 ($51,518 in 2022 dollars ).In late-2000, comedian Tim Allen designed a high performance variant of the Deville. The TAD Deville DTSi (TAD is short for “Tim Allen Design”) features stiffer suspension, 18-inch Konig wheels with Goodyear Eagle F1 tires, and 14-inch cross-drilled brake rotors with Brembo calipers. The Northstar V8 was tuned to generate 398 horsepower at 6400 rpm.

The Deville retained the 4.9 L L26 V8 until 1996, when the lower-output Northstar was made standard. Replacing the previous generation’s DeVille Touring Sedan, the DeVille Concours was available with the new 270 hp (201 kW) LD8 Northstar V8, and later, the high-output L37 Northstar generating 300 hp (220 kW). The Concours featured an adaptive, continuously variable road sensing suspension initially marketed as CVRSS and later as MagneRide, a first on the DeVille series. 1996 would be the last year that Cadillac marketed this car as the “Sedan deVille”, with that name included on the car itself.

For 1991–1993, Cadillac offered a “Spring Edition” package for the Sedan de Ville and Coupe de Ville in the U.S. This package included full “Phaeton” cabriolet roof, body colour door handles, gold trim, perforated leather seats, and “lace” aluminum wheels. A mild facelift characterized Cadillac styling trends for 1962. A flatter grille with a thicker horizontal center bar and more delicate cross-hatched insert appeared. Ribbed chrome trim panel, seen ahead of the front wheel housings in 1961, were now replaced with cornering lamps and front fender model and series identification badges were eliminated. More massive front bumper end pieces appeared and housed rectangular parking lamps. At the rear tail lamps were now housed in vertical nacelles designed with an angled peak at the center. A vertically ribbed rear beauty panel appeared on the deck lid latch panel. Cadillac script also appeared on the lower left side of the radiator grille. The short-deck hardtop Town Sedan was moved from the De Ville series to the Series 6200, being replaced by a short-deck Park Avenue. In addition all short deck Cadillac models went from being 6-window sedans in 1961 to 4-window sedans in 1962 and 1963. Standard equipment included all of the previous year’s equipment plus remote controlled outside rearview mirror, five tubeless black wall tires, heater and defroster and front cornering lamps. Cadillac refined the ride and quietness, with more insulation in the floor and behind the firewall. DeVille sales as a separate series exceeded their sales level as a trim level for the first time ever at 71,883 units, or nearly 45% of Cadillac’s total sales. DeVille models received a facelift for the 1997 model year and added the d’Elegance trim line to replace the Cadillac Fleetwood. The name was shortened from Sedan DeVille to simply DeVille. Headlights and grille were revised, the rear wheel skirts were deleted, the interior was revised, and the black/chrome trim was replaced by a double chrome trim in the base DeVille, chrome and gold trim and gold hood ornament on the d’Elegance, and chrome and body colored trim for the Concours. Other features available with the D’Elegance package included special wheels and rear illuminated vanity mirrors. The Concours received real-time damping and Electronic stability control as standard. The interior received a revised dashboard design that concealed the passenger airbag seams; revised door panels with front side-airbags; and optional availability of the OnStar system.

In 1970, a facelift included a grille with 13 vertical blades set against a delicately cross-hatched rectangular opening. The bright metal headlamp surrounds were bordered with body color to give it a more refined look. Narrow vertical “vee” tail lights were seen again, but now had additional smaller V-shaped bottom lenses pointing downward below the bumper. Wheel discs and winged crest fender tip emblems were new. Exterior distinctions came from a De Ville script above the rear end of the belt molding and from the use of long rectangular back up light lenses set into the lower bumper as opposed to the smaller square lens used on the Calais. A new feature was a body color border around the edge of the vinyl top covering, when this option was ordered. The 1970 model year was both the last year that De Ville offered a convertible body style and for pillared sedans until hardtops were permanently dropped in 1977. A total of 181,719 De Villes were sold for that model year, accounting for 76% of all Cadillacs.1989 Facelift: For model year 1989, Cadillac introduced a significantly revised Deville with a 113.8 in (2,890 mm) wheelbase for the Sedan de Ville, increased from 110.8 in (2,810 mm) — along with a heavily revised rear roof and backlight; a rear parcel shelf with storage compartment on four-door models (2-door models retained a narrow carpeted parcel shelf); dent resistant composite (plastic) front fenders, and larger luggage compartment by 2 cubic feet (0.057 m) over the previous model year. Carried over were the 155 hp (116 kW) 4.5-liter engine (introduced for 1988), dash, and the front doors (on both the coupe and sedan). All Devilles featured a grille, slightly narrower at the top than bottom. The Coupe de Ville and Fleetwood coupe retained the previous year’s interior, wheelbase, and doors — all hidden between the new front and rear styling. Previously optional equipment, made standard for 1989, included electrically powered outside mirrors and the AM/FM/cassette player stereo. New options included a driver’s side airbag, Bose compact disc player, electrically heated windshield, and full reversible carpeted floor mats.

1991: For this model year, Cadillac introduced a 200 hp (150 kW) 4.9-liter version of its V8 HT (High Technology) engine series, along with revised bumper and body-side moldings — and a revised grille shape, now slightly narrower at the bottom than top, the inverse of the previous iteration’s shape. The revised grille held the Cadillac crest and was now attached to the forward edge of the hood, and lifted up along with the hood when raised. The secondary hood release latch was at the bottom of the grille instead of its previous location above the passenger side headlight. In addition to the new engine and minor front-end restyling, several previously optional features became standard this year, including the anti-lock braking system, accent striping, automatic door locks, Twilight Sentinel headlamp control, electrochromic inside rear-view mirror, and electric rear window and side mirror defogger. New standard features included rear-seat air conditioning vents, central door unlocking from the driver’s door and luggage compartment, sun visors with shaded slide-out extensions, rear window lock-out switch, brake / transmission interlock safety switch, and an oil life indicator through the fuel data center. Other new features included the available remote keyless entry system, and the optional illuminated mirrors now featured a slide switch that offered variable intensity lighting. In 1969, DeVille was restyled in the Eldorado image. An Eldorado-like front fender treatment evolved and helped to emphasize a stronger horizontal design line. Rear quarters were extended to give the car a longer look. There was an all new grille with dual horizontal headlamps positioned in the outboard step down areas of the grille. The hood was again extended, a total of 2.5 inches (64 mm) to add the impression of extra length. The roofline was squarer and the rear deck and bumper more sculptured. A new ventilation system eliminated the need for vent windows, which provided a longer sleeker look and improved visibility. New standard features included front and rear (except on convertibles) center seat armrests. The ignition switch was moved from the instrument panel to the steering column, and included a steering wheel and transmission lock, one year ahead of a mandated Federal standard. In 1974, a wide eggcrate grille was used. Dual round headlamps were mounted close together in square bezels. Further outboard were double deck wraparound parking lamps. Shorter vertical grille guards appeared in about the same position as before. Rear fendersides were flatter without the elliptical bulge. The thin beltline molding was positioned lower by several inches. The rear end had vertical bumper ends with integrated side marker lights. New taillamps were positioned horizontally beneath the trunk lid. Both bumpers, especially the rear, protruded further from the body. Unlike the other “C” body GM coupes, the Coupe de Ville was no a longer true hardtop, instead sporting large wide “coach” windows giving a thick center pillar look. They retained their frameless door glass, however. The Sedan de Ville continued as a true hardtop however, and would remain so until the 1977 model. A new curved instrument panel housed a new quartz controlled digital clock. New standard features included an integral litter container. A Space Saver spare tire was standard when DeVilles were ordered with optional white sidewall steel belted radial tires.

1992: Cadillac made 6,980 examples; the most popular color was white (1,879 made) and least was Mary Kay Pink (1 made). 2,635 were Spring Edition models. 89 examples featured the standard painted-roof. 144 were manufactured for export, 129 for Canada and 15 for Japan. The base MSRP was $31,740.

The first Cadillac “Coupe de Ville” was shown during the 1949 Motorama. It was built on a Cadillac Sixty Special chassis and featured a dummy air-scoop, chrome trim around front wheel openings, and a one-piece windshield and rear glass. The interior was black and trimmed in gray leather, including the headliner, to match the roof color. It was equipped with a telephone in the glove compartment, a vanity case and a secretarial pad in the rear armrest, power windows and highly decorative chrome interior trim. The prototype “Coupe de Ville” was used by GM President Charles E. Wilson until 1957 when he presented it to his secretary. At some time during this period it acquired a dark Vicodec roof. The prototype “Coupe de Ville” was found and restored in the 2nd decade of the New Millennium; it is currently (2016–17) in a private collection in London, Ontario, Canada.1990: Cadillac made 17,507 coupes. The full vinyl roof was included in the Spring Edition package (with 4,413 built), which also included perforated leather seat inserts. The most popular color was white (5,292 made) and least was medium dark gray (193 made). A]l two-doors featured white-wall Michelin tires, and this was the last year for plain wheel covers (2,788 made). 479 two-doors were exported: Canada (383), Japan (81), and Saudi Arabia (15). The 1990 Coupe de Ville was priced at $26,960. In 1976, the grille saw a new and finer crosshatching pattern. Cornering lamps received new horizontal silver trim; taillamp bezels also gained new silver trim. Eight different color accent stripes were available. Vinyl tops were now integral padded Elk grain material. New trims included sporty plaids, plush velours, knits and 11 distinctive genuine leathers. Coupe de Villes had a new vinyl roof whose top molding served as a continuation of the door “belt” molding. A Controlled (limited-slip) Differential continued as an option for extra traction. An optional illuminated entry and theft deterrence system was optional. The new Delco Freedom battery, never needed water added. New turbine-vaned and wire wheel covers were offered. A new option locked the doors when the transmission lever was shifted to “Drive”. Cadillac also offered Track Master, a computerized skid prevention system that automatically pumped the back brakes in an emergency to shorten stopping distance. New options included a push-button Weather Band built into the AM/FM stereo signal-seeking radio, loose pillow style seats for d’Elegance packages, plus power passenger and manual driver seatback recliners for 50/50 front seats. Of the 15 standard and six optional Firemist body colors, 13 were new this year. New standard features included Soft-Ray tinted glass, spare tire cover, trunk mat, washer fluid level indicator, and steel belted radial whitewall tires. The 1980 models received a major facelift, with a more aerodynamic nose, nearly vertical rear window on both the coupe and sedan and higher, straighter rear fenders capped by larger chrome taillamp bezels. The cars took on a more upright, formal silhouette and appeared heavier and somewhat longer, though were actually slightly shorter. The Phaeton option was discontinued, but the $1,005 d’Elegance package remained. The Coupe de Ville now wore full, bright side window surround moldings, whereas the sedan had body-color door frames with a thin chrome bead around the window opening (as used in 1977 – 1979). The chromed-plastic grille held a very diplomatic, Rolls-Royce inspired design, with thick vertical bars, featuring the ‘Cadillac’ script on the driver’s side grille header. The grille cast for 1980 was used again for the 1989 to 1992 Cadillac Brougham. Unlike the pre-1980 models, the rear window glass for both two- and four-door models was now the same, as the two-door models did away with the sporty slanted rear window and adopted the formal near vertical look shared with the sedans. Pricing for DeVille was $12,899 for the coupe; $13,282 for the sedan. Oldsmobile’s 5.7-liter diesel V8 was still an available option at $924, as was the popular Cabriolet roof option for Coupe de Ville at $350.

The standard engine remained the 472, however, in line with GMs edict for all engines to run on unleaded fuel, the compression ratio was lowered from 10:1 to 8.5:1, reducing the SAE gross horsepower from 375 to 345. Torque dropped from 525 lb⋅ft (712 N⋅m) to 500 lb⋅ft (680 N⋅m). Interiors were redesigned, featuring a new curved instrument panel and new seating configurations. A rear “lamp monitor”, a fiber-optic system which monitored the taillamps, turn signals and brake lights, was new and positioned on the shelf behind the rear seat.A minor facelift followed in 1964. New up front was a bi-angular grille that formed a V-shape along both its vertical and horizontal planes. The main horizontal grille bar was now carried around the body sides. Outer grille extension panels again housed the parking and cornering lamps. It was the 17th consecutive year for the Cadillac tailfins with a new fine-blade design carrying on the tradition. Performance improvements including a larger V-8 were the dominant changes for the model run. Equipment features were same as in 1963 for the most part. Comfort Control, a completely automatic heating and air conditioning system controlled by a dial thermostat on the instrument panel, was introduced as an industry first. The engine was bumped to 429 cu in (7 L), with 340 hp (253.5 kW) available. Performance gains from the new engine showed best in the lower range, at 20 to 50 mph traffic driving speeds. A new technical feature was the Turbo-Hydramatic transmission, also used in the Eldorado and the Sixty Special. A De Ville script above the lower belt molding was continued as an identifier. This was the first year for the De Ville convertible. De Ville sales reached 110,379 units, accounting for nearly two thirds of all Cadillacs sold.

Pricing for 1987 included Coupe de Ville at $21,316, and Sedan de Ville at $21,659. Fleetwood d’Elegance at $26,104, and the new Fleetwood Sixty-Special was available for $34,850. The Touring option, priced at $2,880 over DeVille’s base cost, also included aluminum wheels mounted on 15-inch Goodyear Eagle GT tires. At the end of the 1988 model year, Cadillac discontinued the slow-selling DeVille-based Touring Coupe and Sedan; the 4-door variant would return in 1992.

Sales dropped miserably for the entire auto industry for the 1980 model year; despite new sheetmetal and a multitude of other improvements and refinements, sales of the Coupe de Ville fell to 55,490 (less than half of the 1979 figures) cars, while the Sedan de Ville was down by nearly half with 49,188 cars sold.

With bigger changes coming in 1980, the 1979 models saw few alterations, which included a new lightweight aluminum hood and a new grille design with “Cadillac” script on the header above the grille. The “Phaeton” package, now priced at $2,029, was still available in three colors, but with two new replacement colors: “Western Saddle Firemist” (with leather interior in “Antique Saddle”) replacing the “Arizona Beige”, and “Slate Firemist” (with leather interior in “Antique Gray”) replacing “Platinum Silver”. The d’Elegance package was back, at $725, which included Venetian velour upholstery (in four colors) with a 50/50 split front seat, overhead assist handles, Tangier carpeting, door pull handles, and “d’Elegance” emblems among other niceties. In addition to the $783 “fuel-injection” option, there was also the choice of a 350 in LF9 diesel V8 (built by Oldsmobile) for $849. Coupe de Ville’s cabriolet package, priced at $384, was available in 17 colors. Production rose slightly to 121,890 for Coupe de Ville ($11,728), and 93,211 for Sedan de Ville ($12,093).Also available was Oldsmobile’s 5.7-liter V-8 diesel engine. The 125 horsepower (93 kW) Buick V6, teamed with an automatic transmission, returned for 1981 after a short initial offering in the spring of 1980. Coupe de Ville was priced at $13,450, while Sedan de Ville, priced at $13,847, now had the unique option of an available automatic seat belt system – the first offered on a GM vehicle. With the automatic shoulder/lap belt system (only for the outboard front seat passengers), the shoulder point was moved from the upper B-pillar to the upper door glass frame, and the belt reel was moved from the floor onto the door itself, installed in the lower corner. With this, you could theoretically leave the seat belt latched at all times, and simply get in and out of the vehicle without having to unfasten the belt. The $150 option (which would re-appear as standard equipment on the 1990 – 1992 Brougham), was available only on V6-powered Sedan de Villes. The V6 option itself was a $165 credit over the standard V8 in De Ville. A new grille design was made up of small squares, similar to the pattern from 1979, while the same chromed grille surround from 1980 continued. The egg-crate 1981 grille cast was used again for the 1987 and 1988 Cadillac Brougham models. A new Electronic Climate Control panel did away with the slide lever and thumb wheel in favor of a digital display which allowed the driver to set the interior temperature to a single degree – from 65 to 85 (or “max” settings at 60 and 90 degrees). Option groups included the $1,005 d’Elegance package (available on both models), and the Cabriolet package (for Coupe de Ville) at $363. Sales were up slightly from 1980: 89,991 sedans versus 62,724 coupes (figures include DeVille and Fleetwood models).

The 6th generation DeVille was available as a sedan or coupe. At introduction, in part due to an extended model year (beginning in April 1984), sales of the new downsized 1985 DeVille and Fleetwood models reached nearly 200,000 units. After the sixth generation’s initial development and launch, GM reconsidered the marketplace and provided an extensive 1989 facelift that added considerable length — and associated weight.

The last model to carry the DeVille nameplate was assembled at Detroit/Hamtramck Assembly in June 2005, replaced for 2006 by the renamed and slightly revised DTS, in actuality a de facto ninth generation Deville.1987: 1987 saw a new front-end design including revised cornering lamps in front and one-piece composite headlamps flanked a trapezoid-shaped grille with a bold egg-crate texture. Elongated fender caps were in back – upping the overall length by 1.5 inches (38 mm), but much more dramatic in appearance with new wrap-around tail lamps. This new 3-sided tail lamp style was similar to the tail lamp design used on the 1977 DeVille. Unlike the new one-piece headlamps, the changes to the rear-end in 1987 had little to do with engineering, but rather, feedback from Cadillac’s customer base who felt the 1985-86 car looked too short. Although the 1987 revamp was still quite similar to the 1986 model (so much in fact that it still used the previous year’s deck lid), the design was more in-tune with the look that traditional Cadillac buyers were used to.

The DeVille DHS name replaced the d’Elegance trim level and added an optional power rear window sunshade and heated/massaging rear seats. The performance DeVille Concours was renamed the Deville DTS (DeVille Touring Sedan), in anticipation of the forthcoming renaming of the entire line. The Deville DTS was newly available with stability control, continuously variable road sensing suspension (CVRSS) with magnetorheological dampers (marketed as MagneRide), and onboard navigation.

Cadillac’s main competition in this time frame continued to be Lincoln, which, alongside their successful Town Car, was now fielding an all-new front-wheel-drive Continental (based on the Ford Taurus). The Continental went into production with a six-cylinder engine so as to be considered a larger front-wheel-drive alternative to the Acura Legend that appeared in 1986, with a front-wheel-drive platform and a V6 engine.

For 2006, the Deville nameplate was retired, when the model line was carried forward (with minor revisions) as the Cadillac DTS, using a nomenclature adopted by the Cadillac STS and CTS.

Options included AM/FM/Cassette/CD stereo; eleven-speaker premium audio system; leather-trimmed seating surfaces; full power adjustments, and front bucket seats. 1988: To mitigate a nearly $2,000 price increase, several previously optional items were made standard, including tilt steering column, telescopic steering wheel, power trunk release, split-bench front seating, cruise control, and variable delay windshield wipers. Under the hood was a new 155 hp 4.5 L V8 and heavy-duty battery. Pricing rose to $23,049 for Coupe de Ville, and $23,404 for Sedan de Ville. 1993: 4,711 were made, all featuring minor trim changes including black-out grille trim. Standard equipment included the full vinyl roof, with 3,606 made; 1,105 were made with the optional partial vinyl roof ($170); and no paint-roof examples were made. The most popular color was white (1,147 made) and the least made color was dark maroon (24 made). The four wheel choices included standard-design cast aluminum wheels (2,012 cars); optional $235 lace-design aluminum wheel (1,766 cars), optional $235 locking wire wheel disc (749 cars), and the $1,195 chromed aluminum wheel (184 cars). 18 examples featured the no-charge blackwall Michelin radial tires and 4,693 models featured white-walls. 3,036 had mono-tone paint, and others had a lower body accent color: silver,1,130; dark red, 275; medium gray, 177; and beige, 93. 4,168 had the standard Symphony Sound system, and 543 featured the optional Bose stereo (310 with cassette, 233 with compact disc). Nearly all examples had leather upholstery (most popular: neutral, with 1,236 made), and 239 featured velour interiors (least made: taupe, 24 made). No export models were made, and 523 of the 4,711 included California emission equipment. The base price of the 1993 Coupe de Ville was $33,915. 1993: The previously optional speed-sensitive suspension, Computer Command Ride, became standard equipment, and now included a new speed-sensitive steering system. Minor trim changes included black-out trim in the grille (used on the 1992 Touring Sedan), and deletion of the chrome strip from the glass divider on the sedan’s rear doors. In 1968, grilles had an insert with finer mesh and step down outer section which held the rectangular parking lights just a little higher than before. Rear end styling was modestly altered with the deck lid having more of a rake. The most obvious change was an 8.5-inch (220 mm) longer hood designed to accommodate recessed windshield wiper-washers, which now came with three speeds standard. Of 20 exterior paint color combinations, 14 were totally new. On the inside enriched appointments included molded inner door panels with illuminated reflectors and a selection of 147 upholstery combinations, 76 in cloth, 67 in leather and four in vinyl. New standard features included a Light Group, a Mirror Group, a trip odometer and an ignition key warning buzzer. The DeVille also gained a new 472 cu in (7,730 cc) V8 engine rated at 375 hp (SAE gross). 1968 was also the last year for the “stacked” dual headlights, which were replaced with side-by-side dual headlights in 1969. This was also the last year for vent windows. Side marker lights in the rear bumper as well as front fender were also added. Side mirror changed from a round to rectangular shape. Also of note front disc brakes were available starting in 1968. Cars built after January 1, 1968 got front shoulder belts per Federal safety standards.1992: For 1992, the Touring Sedan continued as a limited edition option. Besides the special features included in the initial 1,500 models from 1991, it featured on Touring Sedans, like other DeVille models, the “Symphony Sound” stereo with cassette was standard, while the optional Delco/Bose music system was available with cassette or single-slot CD player. Introduced for 1992, speed-sensitive suspension and traction control (both standard on Touring Sedan when introduced in ’91) were available at extra cost on DeVille. Approximately 5,300 Touring Sedans were produced for 1992.

As with all GM full-size lines, the De Ville was completely redesigned for 1971. The new GM full-size bodies, at 64.3 inches (1,630 mm) front shoulder room (62.1 inches [1,580 mm] on Cadillac) and 63.4 inches (1,610 mm) rear shoulder room (64.0 inches [1,630 mm] on Cadillac) set a record for interior width that would not be matched by any car until the full-size GM rear-wheel-drive models of the early to mid-1990s.The Cadillac Series 62 Coupe de Ville was introduced late in the 1949 model year. Along with the Buick Roadmaster Riviera, and the Oldsmobile 98 Holiday, it was among the first pillarless hardtop coupes ever produced. At US$3,496 ($42,998 in 2022 dollars ) it was only a dollar less than the Series 62 convertible, and like the convertible, it came with power windows standard. It was luxuriously trimmed, with leather upholstery and chrome ‘bows’ in the headliner to simulate the ribs of a convertible top. In its first year the Series 62 Coupe de Ville only sold 2,150 units. But 1950 sales more than doubled to 4507, and in 1951 sales more than doubled again to 10,241 exceeding the sales for the Series 62 Club Coupe that year. Also, in 1951, Coupe de Ville chrome script appeared on the rear roof pillar for the first time, to further distinguish it from the Series 62 Club Coupe.The 1967 De Villes were extensively restyled. Prominent styling features were given a powerful frontal appearance with forward-leaning front end, long, sculptured body lines, and redefined rear fenders that had more than just a hint of tail fins in them. The full-width, forward-thrusted “eggcrate” grille was flanked by dual stacked headlights for the third consecutive year. The squarer cornered grille insert had blades that seemed to emphasize its vertical members and it appeared both above the bumper and through a horizontal slot cut into it. Rectangular parking lamps were built into the outer edges of the grille. Rear end styling revisions were highlighted by metal divided tail lamps and a painted lower bumper section. Coupe de Villes got a new roofline, inspired by the Florentine show car created for the 1964 New York World’s Fair, that gave rear seat passengers added privacy. As on that show car, the quarter window glass retracted rearward into a sail panel. Minor trim variations and slightly richer interiors separated De Ville from Calais. Tiffany style chrome signature scripts were again found above the body side molding on the rear fenders. New standard DeVille features included non-glare rear-view mirror, electric clock, Automatic Climate Controls, padded dashboard, Hazard Warning system, outboard seatbelt retractors and rear cigarette lighters in all styles. A slide-out fuse box and safety front seat back lock for two-door models were additional Cadillac advances for the 1967 model year. Technical improvements included a revised engine valve train, different carburetor, Mylar printed circuit instrument panel, re-tuned body mounts, and a new engine fan with clutch for quieter operation. A GM-designed Energy Absorbing steering column and safety wheel became standard for all models.

1981’s biggest news was the introduction of Cadillac’s modulated-displacement 368 in V8-6-4 engine. Developed by the Eaton Corporation – with design elements that had been tested for over 500,000 miles (800,000 km) – allowed various engine computers to decide how many cylinders were needed to power the car for optimal fuel economy. The theory was 8 cylinders from a complete stop, 6 cylinders during usual driving, and just four cylinders at cruising speed. The changes in cylinder operation were seamless, and most drivers did not detect any difference in operation. However, in some cases, reliability and component failure led to customer complaints. Cadillac defended its micro-processor controlled powerplant, and even offered special extended warranties to customers. Hemmings Motor News has described the operation of this engine in practice – “Disaster doesn’t quite cover the scope of what happened.”

The 1986 Cadillac used a 90-degree overhead valve V-8 engine with an aluminum block and cast iron heads displacing 249 cu in (4.1 liters) with a bore & stroke: 3.47 x 3.31 in, compression ratio: 8.5:1 making 135 hp (101 kW) at 4200 rpm and: 200 lbf·ft (270 N·m) of torgue at 2200 rpm. The engine had five main bearings, and used hydraulic valve lifters.

In 1972, a modest frontal revision placed more emphasis on horizontal grille blades. The parking lamps were moved from the bumper to between the square bezeled headlamps, which were now set wider apart. V-shaped emblems made a return on hood and deck lid. New standard features included a bumper impact system, automatic parking brake release, passenger assist straps and flow through ventilation system. New De Ville signature script was affixed to the sides of the rear roof panels. Sales reached a record 194,811.

Cadillac offered automotive night vision, marketed as Night Vision on the DeVille, as a worldwide first in series production, subsequently discontinued in 2004. The system was developed with Raytheon and used a passive infrared sensor camera mounted behind the vehicle’s grille. Infrared radiation was picked up by the sensor, processed by computer and then displayed on the windshield using an automotive head-up display. Information was displayed as a black-and-white image with warmer objects in white, while cooler objects appear black. Because the system outputs a standard NTSC composite video signal and the used parts are somewhat easy and inexpensive to find, it has become a popular choice for fitting thermal night vision to other vehicles.In 1956 the Series 62 Coupe de Ville was joined by the Series 62 Sedan de Ville, Cadillac’s first standard production 4-door hardtop. Similarly to the Coupe de Ville, it was also more expensive and more luxuriously trimmed than the standard 4-door Series 62. With 41,732 sold, it also easily outsold the Series 62 sedan in its very first year. Given their sales success, it was only natural that the Coupe de Ville and Sedan de Ville were moved to their own separate series in 1959, the Series 6300, being joined by a DeVille convertible in 1964.

For 1983, slight reworkings under the hood added 10 horsepower (now rated at 135) to the standard 4.1-liter powerplant. Meanwhile, the Buick V6 credit-option was dropped. The biggest visible change was hardly noticeable – while the grille design was a carry-over from the previous year (and would be through 1986), the Cadillac script moved from the chrome header onto near the bottom of the grille itself. The wide parking lamps below the quad headlamps now had clear frosted lenses (previous years they were amber), with satin gold-colored winged Cadillac emblems centered on each lens. A very minor change in the rear was the deletion of the chrome tips on both sides of the lower deck lid trim. These little chrome corner pieces, mounted on the filler panels, were prone to pitting as they were made of a different material than the bright aluminum trunk trim and upper license late surround. Coupe de Ville’s popular Cabriolet roof package added $415 to its $15,970 sticker price. While both models, including the $16,441 Sedan de Ville, could be ordered with the $1,150 d’Elegance package. 1983 was supposed to be the last year for the rear-drive De Ville, as new front-drive models would take over for 1984. However, numerous developmental delays caused De Ville to stay in rear-drive form for another year. Sales figures looked healthy, with a total of 109,004 sedans and 65,670 coupes (figures include DeVille and Fleetwood models).

Cadillac’s HT-4100 V8 remained the standard engine, mounted transversely and coupled with a 440-T4 automatic. Oldsmobile’s 4.3L V6 diesel was optional for 1985, but was dropped the following year. Of GM’s front-drive C-Body models, Cadillac was the only line to offer a V8 engine; the others were equipped with a Buick-derived 3.0 or 3.8 V6 engine, or for 1985 only, Oldsmobile’s 4.3L V6 diesel engine. Later Deville model years would use larger variants of the Cadillac HT V8. All C-bodies used four-wheel independent suspension.

1980 saw the discontinuation of the 7 liter V8, which had generated power of 145 kW (194 hp) and 0-60 mph in 10.9 seconds, with a top speed of 187 km/h (116 mph) with a new Malaise era 368 CID (6.0 L) V8., generating power of 112 kW (150 hp) and 0-60 mph in 13.6 seconds, with a top speed of 171 km/h (106 mph).The sixth generation Deville marked a sea change for General Motors and Cadillac. GM completely redesigned the DeVille, downsizing the model yet again, foregoing its rear drive configuration, and introducing a new front-drive platform, the C platform (C-Body) — using the first transversely-mounted V8 engine in series production. Production of the new C-body commenced December 1983 at the Orion Assembly Plant in Orion Township, Michigan; the redesigned models were introduced on April 5, 1984; and marketing began in early 1984 for the 1985 model year — with the front cover of the 1985 Deville brochure calling the sixth generation, the “Cadillac of Tomorrow”. For 1994, Cadillac redesigned the Sedan DeVille, forgoing the C body shared with the Oldsmobile Ninety Eight and the Buick Park Avenue, instead using a lengthened version of GM’s front-drive K-platform shared with the Seville. Designed by Chuck Jordan under the design direction of Wayne Cherry, the restyled Sedan Deville, later marketed simply as the Deville, used a 113.8-inch (2,890 mm) wheelbase and featured a 15 cubic feet (420 L) trunk and 117.5 cubic feet (3.33 m) passenger volume. Production moved to Hamtramck, Michigan.Pairs of individually housed squarish headlamps were set wider apart. The V-shaped grille had an eggcrate style insert and was protected by massive vertical guards framing a rectangular license plate indentation. A wide hood with full-length windsplints, a prominent center crease and hidden windshield wipers was seen. A Cadillac crest decorated the nose and new indicator lamps appeared atop each front fender. A horizontal beltline molding ran from behind the front wheel housing, almost to the rear stopping where an elliptical bulge in the body came to a point and where thin rectangular side markers were placed above and below the chrome strip. The rear wheel openings were again housed in fender skirts. Tail lamps were of the same type as before but were no longer divided by a chrome bar. Long horizontal back-up lamps were set in the bumper, on either side of a deeply recessed license plate housing. DeVilles were set apart visually by thin bright metal rocker panel steps and signature script on the front fenders bearing the series name. The bottoms of the rear fenders were decorated with a bright metal beauty panel that was wider than the rocker panel strips and blended into the molding running along the bottom of the fender skirt.1974 also saw the introduction of the optional “Air Cushion Restraint System”. Known today as airbags, this option provided protection for front seat occupants in the case of a frontal collision. One bag was located in the steering wheel, the other in the dashboard in front of the front seat passenger. The glove box was replaced with a lockable storage compartment under the dashboard. The option was expensive and therefore unpopular with customers and was discontinued after the 1976 model year. Cadillac would not offer airbags again until the 1990 model year. As it had been since De Ville became a separate series, De Ville denoted Cadillac’s mainstream model, falling between the Calais (which had replaced the Series 62) and the Sixty Special and Eldorado. The De Ville was redesigned for 1965 but rode on the same 129.5-inch (3,290 mm) wheelbase. Tailfins were canted slightly downward, and sharp, distinct body lines replaced the rounded look. Also new were a straight rear bumper and vertical lamp clusters. The headlight pairs switched from horizontal to vertical, thus permitting a wider grille. Curved frameless side windows appeared, and convertibles acquired tempered glass backlights. New standard features included lamps for luggage, glove and rear passenger compartments and front and rear safety belts. Power was still supplied by the 340 horsepower 429 cu in (7,030 cc) V8, which would be replaced by the 472 cu in (7,730 cc) for 1968. Cadillac dropped the X-frame and used a new perimeter frame. Pillared sedans appeared on the De Ville series for the first time, while six-window hardtop sedans were dropped. A padded vinyl roof was a $121 extra-cost option on the hardtop model. All four DeVille models had small “Tiffany-like” script nameplates on the ends of their rear fenders just above the chrome side molding. Late in the 1980 model year, V6 power (in the form of a 4-bbl 252 CID engine manufactured by Buick) was offered as a credit option. Cadillac had not offered an engine with fewer than 8 cylinders since 1914 with the Cadillac Model 30.

In 1966, changes included a somewhat coarser mesh for the radiator grille insert, which was now divided by a thick, bright metal horizontal center bar housing rectangular parking lamps at the outer ends. Separate rectangular cornering lamps replaced the integral grille extension designs. There was generally less chrome on all Cadillac models this year. De Ville scripts were still above the rear tip of the horizontal body rub moldings. Cadillac crests and V-shaped moldings, front and rear, were identifiers. Cadillac “firsts” this season included variable ratio steering and optional front seats with carbon cloth heating pads built into the cushions and seatbacks. Comfort and convenience innovations were headrests, reclining seats and an AM/FM stereo system. Automatic level control was available. Engineering improvements made to the perimeter frame increased ride and handling ease. Newly designed piston and oil rings and a new engine mounting system and patented quiet exhaust were used.Cadillac was restyled again for 1963. Exterior changes imparted a bolder and longer look. Hoods and deck lids were redesigned. The front fenders projected 4.625 inches (117.5 mm) further forward than in 1962 while the tailfins were trimmed down somewhat to provide a lower profile. Body-side sculpturing was eliminated. The slightly V-shaped radiator grille was taller and now incorporated outer extensions that swept below the flush-fender dual headlamps. Smaller circular front parking lamps were mounted in those extensions. A DeVille signature script was incorporated above the lower beltline molding near the rear of the body. A total of 143 options including bucket seats with wool, leather, or nylon upholstery fabrics and wood veneer facings on dash, doors, and seatbacks, set an all-time record for interior appointment choices. Standard equipment was the same as the previous year. The engine displacement and output remained the same, 390 cu in (6.4 L) and 325 hp (242 kW).

A new option package was a fully padded Cabriolet roof treatment. It incorporated a landau-style top with bright metal forward divider strip. Another new option package was the d’Elegance package. Similar to the Sixty Special Brougham’s package of the same name, it featured velour upholstery, Deluxe padded doors, front seatback storage pockets, deep pile carpeting, floor mats, see-through standup hood ornament and vinyl tape accent stripes. The “d’Elegance” name remained with the De Ville series as a package through 1984. For 1997, it became a separate model designation for the sedan.Файл содержит дополнительные данные, обычно добавляемые цифровыми камерами или сканерами. Если файл после создания редактировался, то некоторые параметры могут не соответствовать текущему изображению.