Cadillac Coupe DeVille 1949

1949 Cadillac Coupe Deville
This model has the distinction of being the one-millionth Cadillac built, but it is a subject of interest in its own right. The 1949 Coupe de Ville sported a modern engine with overhead valves, and it was the first Cadillac V8 to attain 160 horsepower. This Cadillac was not a convertible; however it featured a roof and window configuration that was to define the landscape of hardtops. On closer inspection, one can notice that this Cadillac is devoid of a ‘B Pillar,’ or window door frame. This was to become a feature of hardtop convertibles, and offered better visibility. The 1949 Cadillac Coupe de Ville cost $3,496 and could achieve a speed of 100 mph.

Work on a from-scratch overhead-valve V-8, led by then-Cadillac chief engineer Ernest Seaholm, began prior to Pearl Harbor, but the engine's development was halted for obvious reasons. The job recommenced after the war, now under the stewardship of Harry Barr, John Gordon, and Edward Cole (who also fathered the Small Block Chevy V-8 that came along in 1955, and later became GM president). The new Caddy V-8 was finished in time for the '49 models. Only modest changes were required to the rest of the package, as it was new the year before.

The old 346-cubic-inch flathead V-8 was heavy, and none too efficient. The new 331-cubic-inch overhead-valver put out 10 more horsepower (160 versus 150), was about 200 pounds lighter, revved higher, and got better fuel mileage. It packaged smaller too, which allowed lower hoodlines, and the block was engineered for the displacement increases that were sure to come throughout the 1950s. This revolutionary powerplant represented the introduction of a V-8 engine philosophy still in use at General Motors. A three-speed manual trans was standard, with a four-speed automatic optionally available for $174.

Cadillac offered a dizzying array of riffs on its basic platform. The most common were the Series 61 and 62 models, built on a 126-inch wheelbase. The 60S Fleetwood Special rode atop a 133-inch wheelbase. The big Series 75 Fleetwoods measured 136 inches between the wheels. Cadillac would even sell you a "commercial chassis" with a 163-inch wheelbase, upon which you could construct a custom-bodied limousine, ambulance, or hearse. There were a number of body styles available too. For example, in the Series 62 trim level, you could choose from among a four-door sedan, two-door Club Coupe (or Sedanette), the two-door Coupe DeVille, or a two-door convertible, among others. Not an Escalade in sight.
The engine, and the handsome cars it powered, were hits. The '49 Cadillacs were strong sellers, based on great design and superb performance. American sportsman (and later carbuilder) Briggs Cunningham ran a pair of them in the 24 Hours of Le Mans that year. English racer and carmaker Sydney Allard bought Cadillac engines to power his Allard J-2 sports/race cars. No other American car was faster, save for perhaps the Oldsmobile Rocket 88, which had similar power but with slightly less weight. To put an automotive twist on a modern phrase, Cadillac was The Man.

Yorba Linda, California's Tom Musson (pictured below) is just the second owner of this Triumph Blue '49 Series 62 Sedanette. He was restoring another one, but it was a basket case declared not cost effective to finish. The search began for a better starting place. Ed Cholakian, a sales and parts player in the classic Caddy world, referred him to Mary Lou Haygood of Plainview, Texas, who had recently purchased parts for her '49. It was just the model Musson was looking for, and Cholakian sensed it might be for sale. Musson contacted her, and when asked how many previous owners the coupe had, she replied "I don't know what you mean. I got this car new for my high school graduation." Which was in June 1949. Musson purchased the car last fall and had it trucked to California.

Musson, who owns two other classic Cadillacs and is a former president of the Southern California branch of the Cadillac-LaSalle Club, has invested a considerable amount of work in the Sedanette. He also sympathetically upgraded it in the name of driveability. The old three-speed automatic gave way to a four-speed Hydramatic for easier freeway cruising. The intake manifold and larger carb come from a '53. Those huge chrome hubcaps hide disc brakes up front, and Musson has installed 12-volt electrics, early 50s exhaust extensions, and a modern sound system. Purists will drone, but none of these mod cons takes away from the car's period charm. Power steering, brakes, windows, locks, and seats? None of the above. How the definition of luxury has advanced over the years.

Thumb the starter button (see, nothing's really new) on Musson's Cad, and the groundbreaking OHV V-8 burbles awake. It idles with the deep, powerful serenity of an expensive motor yacht. The transmission quadrant is off-putting at first: Neutral, Drive, Low, Reverse-there is no Park. The trans upshifts at relatively low rpm, and there is no kickdown unless you drop below about 10 mph. Road testers of the day averaged 0-60 times in the 12-13-second range, depending upon tranny choice, and this feels accurate. Yet this Caddy coupe feels more responsive than those numbers indicate, as the engine boils out the heaping helpings of torque for which American V-8s became world famous.

This is the kind of elegant land yacht you drive with one hand draped over the wheel and the other resting on the window frame. Until you have to turn. Then, it takes both manly biceps. Handling is a relative term, but there's much less pitch and weave than expected, as Musson recently refreshed the suspension, shocks, steering, and springs. Modern radial tires help too. The ride quality is impressively supple, all the better with which to experience the new Interstate highway system that was being constructed about the same time the young Ms. Haygood was attending her senior prom.

November 1949. America's future looked bright. Society was beginning to heal from the terrors of a world at war. A jet-age decade was warming up in the bullpen. Enthusiasts had a new car magazine to read. And Cadillac was truly The Standard of the World.