1951-1958 Plymouth Belvedere

Key Highlights

The Plymouth Belvedere, ranging from a luxurious early-1950s hardtop coupe to a dynamic top-tier series, offers a diverse lineup. Explore the 1951-1958 Plymouth Belvedere, the pioneering model of this series, which remains an intriguing and often underappreciated classic.

Belvedere isn't a term commonly recognized by many. While some might associate it with a fictional butler from a 1980s television show, others may think of the town in northwest Illinois (spelled Belvidere) where Chrysler operates a manufacturing facility. However, during the vibrant 1950s, Belvedere was synonymous with Plymouth's top-tier offerings.

Plymouth's initial Belvedere model debuted as a two-door hardtop, launching a year after Chevrolet's Bel Air and two years following GM's introduction of the pillarless-coupe trend. While other automakers like Ford and Studebaker also introduced their hardtops around the same time, Plymouth's tendency to lag in the postwar era often posed challenges for Chrysler Corporation.

Plymouth entered the automotive scene later than its competitors. Launched on July 7, 1928, it was 25 years behind Ford and 16 years younger than Chevrolet. Despite this, by the close of 1929, Walter P. Chrysler's affordable newcomer had surged to 10th place among 36 industry players. Although sales dipped in 1930, Plymouth outperformed most brands, securing fifth place ahead of Dodge, Chrysler, and others. The introduction of the PA series in mid-1931, featuring modern styling and the innovative 'Floating Power' engine mounts, propelled Plymouth past Buick and Pontiac to claim third place.

By 1933, Plymouth transitioned from four-cylinder to six-cylinder engines, encouraging buyers to 'compare all three.' This move led to a doubling of sales, even as the Great Depression reached its lowest point. By 1936, production had surpassed half a million units, matching the combined output of Buick, Oldsmobile, and Pontiac.

Plymouth's primary competitor was always Ford, not the GM brands. Chrysler aimed to position Plymouth as the second-leading automaker, just behind Chevrolet, and came close with the redesigned 1940 lineup, which sold only 15% fewer units than Ford. However, by 1947, Ford's lead had grown to 42%, and within three years, it more than doubled, with Buick threatening to overtake Plymouth for third place. By 1954, Plymouth had fallen to fifth place, trailing Ford by a staggering 71%.

While styling wasn't the only factor behind Plymouth's decline after the war, it serves as a fitting starting point. This discussion inevitably leads to Kaufman Thuma Keller, the resolute president of Chrysler. Known as K.T., he rose through the manufacturing sector and prioritized practicality in his products. Although he admired fine art, his vehicles often favored utility over aesthetics. K.T. championed the idea of cars being 'smaller on the outside, bigger on the inside,' believing customers wanted vehicles spacious enough to wear hats while riding.

Chrysler's entirely new 1949 lineup debuted with tall, boxy designs and ample headroom, but their conservative appearance failed to impress. Consumers craved sleek, low-profile vehicles, and by 1950, Keller's 'three-box' designs began losing traction as the postwar seller's market ended and competition intensified. All Chrysler brands suffered, with Plymouth being hit particularly hard.

Favoritism worsened the situation. As civilian production resumed in the late 1940s, shortages of key materials like sheet steel emerged. For multi-brand automakers like Chrysler, this posed a dilemma: should resources be distributed evenly, or prioritized for the most profitable divisions?

Post-war Plymouth

The following is an educated guess as to why Plymouth's post-war sales declined significantly before the introduction of the 1951-1958 Plymouth Belvedere, and it holds considerable logic. Between 1930 and 1937, K.T. Keller served as the general manager of Dodge, which climbed to become the fourth-best-selling automaker by 1933. However, by 1938, it dropped to fifth place and then to seventh by 1940. Did K.T., as Chrysler's president, show favoritism toward his former division in the early post-war years to revive its success? It seems plausible.

Regardless, Dodge benefited at Plymouth's expense. Aided by a prolonged strike at GM, Dodge quickly surpassed Buick-Olds-Pontiac to reclaim fourth place in 1946, only to fall back again three years later. Meanwhile, Plymouth managed to retain third place despite reduced production, which drove many potential buyers to Ford and Chevrolet. Given the importance of brand loyalty at the time, losing customers often meant losing them for good.

Dealer loyalty—or the absence of it—also played a role. Initially exclusive to Chrysler dealerships, Plymouth began being sold through Dodge and DeSoto dealers starting in 1931. While this strategy helped franchises survive during tough times and expanded Plymouth's reach, it backfired when economic conditions improved.

A former Dodge-Plymouth dealer explained: 'We heavily promoted Plymouth as our budget-friendly option to attract buyers. However, nearby Chrysler and DeSoto dealers, who also sold Plymouth, would undercut our prices to close a sale. As a result, our sales team was encouraged to steer customers toward Dodge.' With Chrysler and DeSoto dealers doing the same, Plymouth often took a backseat in sales priorities.

While the Belvedere wasn't the first affordable hardtop, it certainly stood out as one of the most stylish Plymouth models in recent history. It featured a less boxy design compared to the rest of the 1951 lineup and arguably outshone its larger Chrysler counterparts in appearance, all while maintaining the practicality that even K.T. Keller would appreciate.

Early post-war Plymouths were not only visually uninspiring but also lacked excitement on the road. Despite an increase in engine size from 201.3 to 217.8 cubic inches in 1942, the sluggish L-head six-cylinder engine had seen minimal updates since its last enlargement in 1934. With 95 horsepower in early 1949 models and 97 horsepower afterward, it matched Chevrolet's 'Blue Flame Six' but fell short of Ford's flathead V-8, which dominated the affordable performance segment.

Another setback for Plymouth in the early 1950s was the absence of a fully automatic transmission. Chevrolet had introduced this feature in 1950 with its two-speed Powerglide, which quickly gained popularity. Ford responded in 1951 with the more advanced three-speed Ford-O-Matic, and even Studebaker offered an automatic option.

However, K.T. Keller insisted on including a clutch for 'better control,' delaying Plymouth's adoption of a fully automatic transmission until April 1953. Even then, the optional Hy-Drive was only a semi-automatic system, previously reserved for Chrysler's higher-end models. While it allowed driving in top gear, starting from a standstill was painfully slow, requiring manual shifting for optimal performance.

1951-1952 Plymouth Belvedere

The year 1950 marked the beginning of transformative changes that would significantly enhance the prospects of both Plymouth and Chrysler Corporation by 1955, thanks in part to the promising 1951-1952 Plymouth Belvedere. A key development was K.T. Keller stepping down as president after 15 years to become company chairman, with the energetic Lester Lum 'Tex' Colbert (pronounced CUL-bert) taking over the presidency.

Virgil M. Exner, who had been recruited by Keller from Studebaker's Raymond Loewy team, was already leading an advanced-design division separate from Henry King's production studios. By late 1952, Exner began revising King's initial 1955 designs, which he deemed unsatisfactory.

During this period, GM achieved a major success with the introduction of the industry's first 'hardtop-convertibles,' including the 1949 Buick Roadmaster Riviera, Cadillac Series 62 Coupe deVille, and Oldsmobile 98 Holiday. In response, Chrysler launched the 1950 Dodge Coronet Diplomat, DeSoto Custom Sportsman, and Chrysler Newports in Windsor, New Yorker, and Town & Country trims. These models, based on convertible body shells, offered a stylish yet practical alternative to sedans and wagons.

Plymouth had to wait as Chevrolet's 1950 Bel Air sold an impressive 76,662 units before introducing its own hardtop. The Belvedere, arriving on March 31, 1951, was one of the most stylish Plymouth models in years, featuring a less boxy design than its counterparts and arguably surpassing its larger siblings in appearance. It boasted a three-piece wraparound rear window and a pillarless roofline, creating a light and airy feel, often complemented by contrasting roof and body colors.

All 1951 Plymouth models showcased updated front sheetmetal, giving them a more substantial appearance compared to the 1949-1950 versions, along with new series names. The entry-level 111-inch-wheelbase DeLuxe was renamed Concord, while the mid-range 118.5-inch-wheelbase DeLuxe became the Cambridge.

This year's top-tier Special DeLuxe, renamed Cranbrook, retained the previous chassis and included the new Belvedere, along with a convertible, four-door sedan, and notchback club coupe/sedan. The Cambridge series offered only the latter two, while the Concord lineup featured a three-passenger coupe, a two-door fastback sedan, and the innovative all-steel Savoy and Suburban wagons. Beyond these updates, there was little else noteworthy.

The 1952 models saw even fewer changes, essentially carrying over from 1951 with minor updates like a redesigned rear license plate lamp/holder and more prominent 'Plymouth' lettering above the grille. The Belvedere, however, introduced a new 'saddleback' two-tone paint scheme, with the trunklid matching the roof color. Chrome moldings extended from the C-pillars to the rear fenders, accentuating the color division, and 'Belvedere' script was placed just below the pillars at the beltline's rear edge.

With the Korean War at its peak, Chrysler was heavily involved in military production, leading to a significant 2 percent drop in Plymouth's civilian output for the year.

In later years, Plymouth's hardtop coupes were priced similarly to their four-door sedan counterparts. However, the Belvedere initially commanded a premium, with the 1951 model priced at $2,114—nearly $300 more than the Cranbrook four-door and just $108 less than the convertible.

The 1952 models maintained this pricing structure, though costs increased by $102. Reflecting the growing popularity of hardtops, the Belvedere outsold its convertible version by more than three to one. Despite this, its total sales of 51,266 units for 1951-52 lagged far behind competitors like Ford's 187,606 Victorias and Chevrolet's 177,990 Bel Airs.

1953-1954 Plymouth Belvedere

While improvements were on the horizon for the model, the 1953-1954 Plymouth Belvedere didn't benefit much. Plymouth celebrated its 25th anniversary in 1953 with a full redesign that fell short of expectations. The Concord series was discontinued, and existing models were reorganized between Cambridge and Cranbrook on a new 114-inch wheelbase.

Despite featuring fully integrated rear fenders, a sleeker front end, a lower deck, and a one-piece windshield, the 1953 Belvedere looked stubby and unattractive compared to Ford and Chevrolet models, which had slightly longer wheelbases. The grille design was peculiar, with a convex horizontal bar giving the impression of an overbite. Mechanically, the only notable changes were the introduction of the Hy-Drive automatic transmission and a slight increase in engine compression, raising the six-cylinder's output to 100 horsepower.

As the top-tier model, the 1953 Belvedere displayed its name on the front fenders instead of Cranbrook branding, along with unique square-corner windshield moldings. The two-tone paint scheme was more traditional, and genuine wire-spoke wheels became optional, available in chrome or body color. However, the redesigned roofline, with its reverse-slant C-pillars, looked awkward, resembling a poorly fitted hat.

Despite a $172 price reduction, demand remained steady, with model year production reaching 35,185 units. Other models saw smaller price cuts, such as a $61 decrease for the Cranbrook sedan. In contrast, Ford sold over 128,000 Crestline Victoria hardtops, and Chevrolet moved more than 99,000 Bel Air Sport Coupes.

In 1954, the Belvedere took over as Plymouth's flagship model, following Chevrolet's lead with the 1953 Bel Air. The lineup included a convertible, a two-door Suburban wagon, a four-door sedan, and the familiar hardtop, now named Sport Coupe. The Cambridge series was renamed Plaza, retaining its two- and four-door sedans, Suburban, short-deck club coupe, and business coupe. A new mid-range series, Savoy, duplicated all but the business coupe.

The 1954 models underwent a mild restyling, with a less awkward grille, more pronounced headlamp bezels, and updated trim. Belvederes (excluding the Suburban) sported small chrome fins on their rear fenders, hinting at future designs. Advertisements touted the 1954 models as 'Hy Style,' though they fell short of the claim. However, the Belvedere's two-tone interiors were visually appealing. The main issue was size; despite being an inch lower than Ford, Plymouth was five inches shorter, a difference accentuated by poorly integrated body lines.

The ongoing price war between Ford and Chevrolet, which had impacted many automakers since mid-1953, led to two significant updates for Plymouth in March 1954. One was the introduction of the much-needed fully automatic PowerFlite transmission. The other was a new standard engine: a 110-horsepower, 230.2-cubic-inch six-cylinder, previously exclusive to Dodge.

The improvements were minimal: Chevrolet's six-cylinder engine delivered 115 horsepower with a manual transmission or 125 with Powerglide, while Ford's new overhead-valve V-8 produced 130 horsepower.

Plymouth, and by extension Chrysler Corporation, had a disappointing 1954. While Chevrolet's sales remained stable, and Ford, Buick, and Oldsmobile saw significant increases, Plymouth's sales dropped nearly 40 percent, falling below third place in annual production for the first time since 1931.

1955 Plymouth Belvedere

In 1955, Plymouth underwent a dramatic transformation, turning from an underdog into a standout. Designed under Virgil Exner's guidance by Maury Baldwin, the 1955 Plymouth Belvedere became the most thrilling Plymouth model yet, boasting a sleek, balanced design and noticeably improved performance.

The wheelbase increased by just one inch, aligning it with Ford and Chevrolet, but the overall height was reduced by 1.5 inches, and the length grew by 10.3 inches compared to the 1954 model. With its sweeping front fenders, concealed headlights, wraparound windshield, larger glass areas, stylish rear fenders, and vibrant two-tone paint options, the transformation was as striking as Chevrolet's redesign that year.

Despite the dramatic changes, the 1955 model wasn't as commercially successful. Plymouth actually produced fewer units in 1955 than in 1954, slipping from third to sixth place in annual production behind Buick, Oldsmobile, and Pontiac. However, this statistic is misleading, as demand surged throughout the year, reaching its peak with the launch of the 1956 models. Plymouth set a calendar year production record of nearly 743,000 units, with the Belvedere series being the most popular.

Another major highlight of 1955 was Plymouth's first V-8 engine, dubbed 'Hy-Fire.' This modern, overhead-valve design featured efficient poly-spherical combustion chambers and aluminum pistons. It powered 61 percent of total production, though this number would likely have been higher if the engine had been more widely available.

Three versions of the V-8 were offered. The base 241-cubic-inch engine (with a bore and stroke of 3.44 × 3.25 inches) produced 157 horsepower at 4,400 rpm. A larger bore of 6 inches increased displacement to 260 cubic inches, delivering 167 horsepower with a two-barrel carburetor or 177 horsepower with the optional 'PowerPak,' which included a four-barrel carburetor and dual exhausts. The older Power Flow flathead six-cylinder engine returned with higher 7.4:1 compression and 117 horsepower at 3,600 rpm.

Transmission options included the standard three-speed manual with a column shift, the same with optional overdrive, or the new Power-Flite automatic. The latter, now operated by a slender lever on the dashboard to the right of the steering wheel, was installed in 46 percent of vehicles. With these features, the 1955 Plymouth was aptly marketed as 'a great new car for the young at heart.'

Handling, already a strong suit for Plymouth, saw further enhancements. The rear semi-elliptic leaf springs were widened to 2.5 inches, and front coil springs were now integrated with their shock absorbers. Motor Trend magazine praised Plymouth as 'the easiest car to drive in 1955.' Options included air conditioning, power windows, and a power front seat, while suspended foot pedals and tubeless tires came standard.

The updated lineup included a club coupe and four-door sedan in each series, a Plaza business coupe, two- and four-door Suburban wagons, and Belvedere convertible, Sport Coupe hardtop, and four-door Suburban models. All models except the convertible offered a choice between a six-cylinder or V-8 engine, with the base V-8 standard on the convertible.

1956 Plymouth Belvedere

The 1956 model year was challenging for Detroit automakers, but Plymouth faced a particularly tough time, with sales dropping nearly 39 percent. Despite this, Plymouth managed to surpass Oldsmobile to claim fourth place in production rankings, thanks in part to the 1956 Plymouth Belvedere.

Styling updates for 1956 included a redesigned grille, revised side trim, and raised rear fenders that extended the 'Forward Look' design theme, though they didn't entirely harmonize with the 1955 body. The Belvedere lineup expanded with the addition of a four-door hardtop, known as the Sport Sedan, following GM's lead from the previous year. The Savoy series also gained a two-door Sport Coupe. Wagons were reorganized into a separate Suburban series, with Deluxe, Custom, and Sport models mirroring the Plaza, Savoy, and Belvedere trims.

On the technical front, Plymouth upgraded from six- to 12-volt electrical systems, and the PowerFlite transmission introduced the divisive pushbutton controls (four buttons in a pod to the driver's left), which would remain a feature for nearly a decade. Another new but unpopular option was the 'Highway Hi-Fi' record player, a novelty that failed to gain traction.

With the horsepower race in full swing, performance remained a key focus for Plymouth in 1956. The six-cylinder engine was upgraded to 125 horsepower through increased 7.6:1 compression. The base V-8 for Plaza and Savoy models was enlarged to 270 cubic inches, delivering 180 horsepower at 4,400 rpm with a two-barrel carburetor, single exhaust, and 8.0:1 compression. The Belvedere and Suburban models came standard with a new 277-cubic-inch Hy-Fire V-8 (3.75 × 3.13 inches bore and stroke), producing 187 horsepower at 4,400 rpm, which could be boosted to 200 horsepower with the PowerPak option.

The Belvedere was overshadowed as Plymouth's top model by the Fury, a limited-edition hardtop coupe introduced two months after the rest of the 1956 lineup. Distinguished by its striking gold-anodized side trim and unique interior, it featured a new 303-cubic-inch V-8 engine (3.82 × 3.31 inches) producing 240 horsepower, making Plymouth the standout performer at that year's Daytona Speed Weeks.

With a base price of $2,866—nearly $400 more than the Belvedere convertible and over $600 above the Belvedere Sport Coupe—the Fury attracted only 4,485 orders. With wagons separated into their own category, the Belvedere was also outsold by the expanded Savoy series, though it still outperformed the Plaza and Suburban models.

1957 Plymouth Belvedere

The 1957 Plymouth Belvedere, along with the rest of Plymouth's lineup, underwent a complete redesign for the second time in three years. Advertisements proclaimed, 'Suddenly It's 1960!' The new models appeared to leapfrog competitors by three years, marking one of the most dramatic transformations in automotive history within a single season.

The 1957 Plymouth was arguably the most stunning model in the brand's history. Standing inches lower and four inches wider than the 1956 version, it created the illusion of greater length despite being slightly shorter. This was thanks to design chief Virgil Exner's sleek dart-shaped profile, featuring dramatic 'shark' fins, the lowest beltline in the industry, a flat hood and front fenders, elegant rooflines, and expansive glass areas. The model lineup remained largely unchanged, with the addition of a Savoy Sport Sedan.

Chrysler asserted that the fins on its 1957 models improved directional stability, citing wind-tunnel tests as evidence. Motor Trend initially questioned this claim but later acknowledged that the new Plymouth handled wind gusts exceptionally well. Regardless, the fins were undeniably stylish.

The rest of the design was equally impressive. The intricate cross-hatch grille was complemented by a center-raised bumper and a separate stone shield with vertical slots. Turn signals were positioned inward of the headlights under broad hoods, hinting at the four-lamp system that had been rumored in Detroit and was offered by some competitors where permitted.

While many cars of the era featured bold two-tone paint schemes, Plymouth opted for subtlety, using a slim contrasting color stripe on the Belvedere or a modest lower panel on the Savoy. Interiors were adorned with vibrant jacquard cloth and vinyl, and the new low-profile dashboard grouped controls in a large, driver-focused pod. Overall, Plymouth stood out as the most stylish offering in Chrysler's daringly redesigned 1957 lineup.

The updates weren't just skin-deep. The wheelbase increased to 122 inches for wagons and 118 inches for other models, improving ride quality at the cost of added weight. Despite this, Plymouth delivered sharper cornering and superior handling, thanks to Chrysler's new ball-joint front suspension with longitudinal torsion bars, a lower center of gravity from the sleek body design, and a switch from 15-inch to 14-inch wheels and tires.

The 'Torsion-Aire Ride' system introduced several changes, including higher spring rates, an elevated front roll center, rear leaf springs mounted outside the chassis siderails for improved stability, and redesigned front upper-control-arm mounts to minimize nosedive during hard braking.

While Plymouth lagged behind Ford and Chevrolet in standard horsepower for 1957, it still offered ample power to remain competitive. The Plaza retained the Hy-Fire 277 engine, now rated at 197 horsepower, while other models featured the new Fury 301 V-8, with 215 horsepower in base form or 235 horsepower with the PowerPak upgrade.

In January, Plymouth introduced the largest engine in the affordable car segment: the 318-cubic-inch Fury V-800. With 9.25:1 compression, dual four-barrel carburetors, and an impressive 290 horsepower at 5,400 rpm, this engine was standard on the limited-production Fury and optional for other 1957 Plymouth models, turning the lightweight Plaza into a high-performance machine. The six-cylinder engine also received attention, with its output increased to 132 horsepower thanks to higher 8.1:1 compression.

Another highlight was the introduction of TorqueFlite, a new three-speed automatic transmission offered alongside PowerFlite. With its high torque multiplication (up to 6.62:1), TorqueFlite delivered remarkable acceleration and allowed for lower axle ratios to improve fuel efficiency. Controlled by five pushbuttons, it featured an overrun 'safety' mechanism for manual gear hold, enabling both peak performance and engine braking.

Unfortunately, these advancements were undermined by poor build quality. During the 1957 redesign, Chrysler vehicles, including Plymouth, lost their previous durability and resistance to corrosion. Some experts trace this decline to 1952, when Chrysler acquired Briggs Manufacturing Company, its longtime body supplier.

In 1957, Plymouth's quality control was notably subpar. Motor Trend, for example, highlighted that the new dashboard-mounted rearview mirror vibrated excessively at high speeds, rendering it almost unusable. Additionally, rust issues emerged early, and the brakes were prone to premature fading.

Despite these issues, the combination of excellent ride and handling, strong performance, and striking design propelled Plymouth back to third place in 1957, with sales rising by 44.3 percent. Virgil Exner's contributions were recognized as he was promoted to the newly established role of Vice-President and Director of Styling.

1958 Plymouth Belvedere

The onset of a national economic recession in late 1957 led to significant cutbacks in Detroit's automotive industry in 1958. Overall production dropped by 31 percent, but Plymouth's output fell by 44 percent, partly due to worsening quality control. The 1958 Plymouth Belvedere saw only minor styling updates, including a simpler grille, the introduction of quad headlights, shorter taillamps that didn't fully fill their fin housings, and the usual trim adjustments.

The six-cylinder engine remained unchanged, while the 318-cubic-inch V-8 saw upgrades to 225 horsepower in standard form, 250 horsepower with a four-barrel carburetor, and 290 horsepower with dual four-barrel carburetors. The dual-quad setup was exclusive to the Fury, but a larger V-8, the new 350-cubic-inch 'Golden Commando' (4.06 × 3.38 inches), was available across the lineup. It delivered 305 horsepower with 10.0:1 compression and dual quads, or 315 horsepower with Bendix 'Electrojector' fuel injection. However, the fuel-injected version, priced at $500, attracted few buyers and faced reliability issues, leading to a recall and conversion to the 305-horsepower configuration.

In 1959, the Belvedere was demoted to mid-range status as the Fury became Plymouth's flagship series, introducing a new Sport Fury convertible and hardtop coupe to replace the previous limited-edition model. This shift mirrored industry trends, with Chevrolet and Pontiac making similar moves with their Bel Air/Impala and Star Chief/Bonneville lines, respectively.

The Belvedere name persisted through 1969, even experiencing a brief revival when Plymouth rebranded its underperforming 1962-64 models into a 'new' intermediate line for 1965. The most notable models from this era were the high-performance, bucket-seat Belvedere GTX of 1967 and the rare, Hemi-powered drag racing variants. These models were a far cry from the original 1951 hardtop, marking a significant evolution in the Belvedere's legacy.

Belvedere Name

While the Belvedere name is imaginative, automakers in the past often lacked creativity in naming their vehicles. Early models were typically labeled with capital letters and numbers that only made sense to the manufacturer. Later, terms like Standard, DeLuxe, and Custom were used to denote ascending levels of luxury and price, sometimes redundantly, such as Special DeLuxe or Super DeLuxe.

Some manufacturers opted for numerical names, often referencing engine cylinders (e.g., Six, Eight, Twelve, Sixteen), engine specifications (like Auburn's 8-98 in 1931), or wheelbase measurements (such as Packard's One-Twenty). Others used obscure references, like production start dates (Cord 810) or expected mileage per tank (Nash 600). While these cars showcased engineering brilliance, their names were far from inspired.

There were exceptions, however. Apperson introduced the Jack Rabbit in 1907, Stutz offered the stylish Bearcat roadster in 1912, Jordan launched the Playboy in 1920, and Reo unveiled the Flying Cloud in 1927. These names were as rare as they were vibrant, but they typically applied to individual models or body styles rather than entire lineups.

Studebaker broke the mold in 1927 with its Commander, President, and Dictator series. While these titles were impressive, the Dictator name was eventually dropped due to its association with Hitler. By the late 1930s, the trend caught on, with Buick's Special/Century/Roadmaster/Limited, Nash's Ambassador, Hupp's Skylark, Graham's Hollywood, and Chrysler's Royal, Windsor, and Imperial series.

Chevrolet adopted names like Fleetmaster, Stylemaster, and Fleetline as early as 1942, but it wasn't until the postwar era that the Low-Price Three embraced more imaginative naming. Plymouth, for instance, stuck with DeLuxe and Special DeLuxe until 1950. The 1951 lineup introduced new names: Concord and Cambridge, evoking colonial New England, aligned with Plymouth's Mayflower imagery, while Cranbrook, the top-tier series, oddly referenced a town in British Columbia—though it at least sounded appealing.

Early hardtops in Detroit drew inspiration from prewar naming conventions, with titles like Riviera, Coupe deVille, Sportsman, and Diplomat—names that endured for decades, even as the cars themselves evolved. These models were consistently positioned as top-tier offerings. When Plymouth finally introduced its hardtop in 1951, it carried the somewhat cumbersome name Cranbrook Belvedere.

While the origin of the Belvedere name remains unclear, we can speculate. Chevrolet's first hardtop, launched in 1950, was named after Bel Air, a luxurious Los Angeles neighborhood synonymous with Hollywood stars and high-end boutiques. Interestingly, a similarly named community, Belvedere, exists in Marin County near San Francisco. This coincidence may have influenced Plymouth's choice.

Although we can't definitively confirm this reasoning, the Belvedere name was undeniably fitting. It exuded sophistication and aligned perfectly with the upscale image Plymouth sought for its premium model. The name served the brand admirably for 18 years.