1955, 1956, 1957 Gaylord

Among the most fascinating cars in automotive history, the 1955-1957 Gaylord was the brainchild of an unexpected pair. Jim and Ed Gaylord, beneficiaries of their father's bobby pin invention, a simple yet globally lucrative creation, brought this unique vehicle to life.

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During their childhood in the late 1930s, the Gaylord brothers had access to anything they desired. Frequently, this meant high-speed vehicles, ranging from the 1949 V-8 Cadillac, which Ed boasted could outpace a Jaguar on Chicago's Lake Shore Drive, to the finest European luxury cars.

Jim and Ed were far from typical wealthy youngsters; they possessed an innate talent for engineering and dedicated themselves to mastering every aspect of automobiles. In 1954, when they set out to create the ultimate production sports car, those familiar with their skills believed they had a genuine chance of success.

The 1955-1957 Gaylord was envisioned to deliver world-class performance alongside the refinement of a luxury vehicle, offering complete isolation from noise and vibration. To achieve these seemingly contradictory objectives, the Gaylords were prepared to invest heavily, leading to an initial estimated price of $10,000. (Jim later concluded this was insufficient to cover expenses and promptly increased the price to $17,500.)

The car's frame was crafted from chrome-moly tubing, complemented by channel steel perimeters and a robust steel platform. The interior of the tubes was treated to prevent rust, and all components were sealed to eliminate any risk of condensation.

The suspension system of the 1955-1957 Gaylord appeared standard but was anything but. The front independent wishbones featured oversized rubber bushings and, as Jim Gaylord described, "maximum triangulation." This design allowed for significant wheel travel while minimizing movement at the mounting points. The suspension was lubricated with permanent molybdenum disulfide, making the Gaylord one of the first vehicles to feature a no-grease chassis a decade before it became common.

The 1955-1957 Gaylord boasted advanced features such as variable-ratio power steering, adjustable via a dashboard knob; a modified Hydra-Matic transmission that delayed shifting until peak rpm in each gear unless manually overridden; a "no-creep" mechanism; and dual-function instruments combining needle gauges with warning lights. Initially powered by a 331 Chrysler hemi engine, the brothers later opted for the 1956 Cadillac 365, persuaded by Ed Cole that it was both lighter and quieter.

To delve deeper into the creation and engineering of the 1955-1957 Gaylord, continue reading.

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Continued

The design of the 1955-1957 Gaylord, crafted by Brooks Stevens Associates, fell short of matching its engineering excellence due to conflicting objectives: creating a modern vehicle with classic influences.

For instance, the Gaylords initially desired P-100 headlamps, but these gave the car an intimidating, owl-like appearance and were ultimately removed. They also aimed to reintroduce the classic "open wheel" aesthetic. While tested on the prototype, this design proved unfeasible as it allowed road debris to damage the bodywork.

Standard wheel wells were eventually adopted, adorned with Eldorado Sabre Spoke wheel covers featuring unique "double G" insignias. The door design, referred to by Stevens as the "Washington coach door," was striking—a sleek upward sweep that aligned with the ivory two-tone panel, inspired by timeless automotive classics.

The 1955-1957 Gaylord featured unique final touches, including a retractable hardtop that seamlessly folded into the deck and a spare tire that slid out from a rear panel, dropping onto the road for easy positioning.

The retractable top on the 1955-1957 Gaylord, far simpler than Ford's later Skyliner, operated with a single motor and could be reversed mid-process. When GM's chairman witnessed the top retract at the 1955 Paris Auto Salon, he reportedly turned to his engineers and said, "You told me this was impossible. How did these amateurs pull it off?"

Displayed extensively across America and Europe from 1955 to 1956, the Gaylord attracted orders from notable figures like Dick Powell and King Farouk. However, the project faltered, and ultimately, only a show chassis and three complete cars were ever produced.

The 1955-1957 Gaylord faced significant issues with body fit and finish, as the prototypes were built by Spohn and later models by Luftschiffbau Zeppelin. Amid a lawsuit against Zeppelin for non-performance, Jim Gaylord suffered a nervous breakdown, and his family convinced him to abandon the project.

The prototype with open wheel wells was dismantled, and one production car vanished in Europe—its whereabouts remain unknown. The third car, along with a meticulously crafted show chassis, is now exhibited at the Early American Museum in Silver Springs, Florida, donated by the Gaylords. It stands as a testament to their ingenuity and a landmark in automotive history.

Explore the detailed specifications of the 1955-1957 Gaylord on the following page.

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1955, 1956, 1957 Gaylord Specifications

Despite generating significant excitement at the Paris Auto Salon and securing pre-orders from celebrities and royalty, production issues and Jim Gaylord's personal struggles led to the discontinuation of the line before it could fully launch. Explore the specifications of the 1955-1957 Gaylord below to envision its potential.

Specifications

Engine: overhead-valve V-8, 365.0 cubic inches (4.00 × 3.63), 305 horsepower

Transmission: customized 4-speed Hydra-Matic with anti-creep functionality

Front Suspension: independent setup with coil springs and tube shocks

Rear Suspension: live axle supported by leaf springs and tube shocks

Braking System: drum brakes on both front and rear

Wheelbase (inches): 100

Curb Weight (pounds): 3,985

Maximum Speed (mph): 125

Acceleration 0-60 mph (seconds): 9.0

Total Production: 2 units, plus one prototype

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