WORDSWORDSWORDSFRANKFRANK MARKUSFRANK MARKUSMA
PHOTOGRAPHSPHOTOGRAPHSBRANDBRANDON LIMT
he very first time we attempted to
identify “the” car of a particular
year was in our November 1949
issue. Instead of rounding up early
1950 model cars and putting them
through a rigorous testing regimen, we
looked back at the year that had been and
selected among the cars that had been on
sale for a year, some of which we’d driven.
This was only our third issue, and we’d
only “tested” two cars—an MG TC and
a Studebaker Starlight Coupe (if you
consider eyeballing the speedometer and
clicking a stopwatch “testing ”). Oh, and
the aforementioned “we” wasn’t a dozen
staffers arguing. Rather, it was a singleSEVEN DECADES
OF INNOVATIVE
CARS AND WAYS
TO RANK THEM
1949 Cadillac Coupe de Ville and 2019 Cadillac CT6-V1949 Cadillac Coupe de Ville and 2019 Cadillac CT6-VCT6-V I THEN AND NOW
freelance writer named John Bond. Yes,
the John R. Bond, who would later go on
to edit and publish Road & Track maga-
zine. As we still do today, we laid out the
ground rules at the top of the piece:
NOTE: In this article, automotive enthu-
siast John Bond was asked to describe
his idea of the most advanced of the 1949
models. Before making his selection, he
considered all models, ranging from theJeepster through the Lincoln, and gaverough the Lincoln, and gave
serious thought to the engine, appearance,serious thought to the engine, appearance,oughtto the engine, appearance,
and handling characteristics. Hand handling characteristics. Hingcharacteristics. His finalis finalis final
choice mchoice may be subject to controversy, butay be subject to controversy, butybe subject to controversy, but
definitely has mdefinitely has mhasmerit.—Editorerit.—erit.—EditorEditor
The story consisted of a single two-pageThe story consisted of a single two-pageryconsisted of a single two-page
spread that included one illustrationspread that included one illustrationatincluded one illustration
of the car (no photo), two illustrations(no photo), two illustrations
comcomparing the newparing the newngthe new and predecessorand predecessorand predecessor
engines’ exterior size envelopes andengines’ exterior size envelopes andexteriorsize envelopes and
crank/rod/pistoncrank/rod/pistond/pistonassemassemassemblies, and ablies, and ablies, and a
confusing chart comconfusing chart comgchart comparing horsepower/paring horsepower/paring horsepower/
cubic inch, pounds/horsepower, stroke/cubic inch, pounds/horsepower, stroke/ch,pounds/horsepower, stroke/
bore ratio, and “B.Mo, and “B.M.E.P.” (the meaning of.E.P.” (the meaning of
which readers were left to divine withoutwhich readers were left to divine withouteaderswere left to divine without
Google’s help).help).
TheThe 1,060The 1,0601,060words surrounding thesewords surrounding thesewords surrounding these
compelling graphics made it pretty clear
that today’s “engineering excellence”
COTY criterion was uppermost in Mr.
Bond’s mind. He was, after all, trained as
an engineer, which became obvious as he
rationalized his decision. “While the Ford
has an entirely new chassis and body, it
offers nothing new or outstanding from
an engineering viewpoint. The Cadillac
was chosen in preference to the Olds
because, while both have outstanding
new V-8 engines, they are not by any
means the same. The Cadillac, with 10
percent more piston displacement than
the Olds, develops 18.5 percent more bhp
and weighs a few pounds less.”
The article is a love letter to GM engi-
neering geniuses Ed Cole and Harry Barr,
who cut their teeth designing Cadillac’s
daring new overhead-valve engine before
really making a name for themselves
applying lessons learned in this exercise
to the Chevrolet small-block V-8. If he
had any thoughts about “appearance
and handling characteristics,” Bond kept
them to himself.
That seminal ’49 Cadillac V-8 was the
continuation of a long line of engineering
innovations for the brand, starting with
the world’s first self-starter in 1912, the
first successfully mass-produced V-8
in 1914 (aluminum block and flat-plane
crank!), and the spectacular overhead-
valve V-16 and V-12 engines of 1931. To
continue such innovation in the wake
of World War II is a testament to the
resilience of GM’s technical staff.
In the postwar boom decades, Cadillac
V-8s continued to grow in size and power
even after the bodywork achieved Peak
Tailfin, and the brand has never stopped
innovating newer and better creature
comforts. Meanwhile, MotorTrend
continued experimenting with variations
of its nascent award concept.SEPTEMBER 2019 MOTORTREND.COM 53