1959 Cadillac Cyclone

The 1959 Cadillac Cyclone represented the final "dream car" developed under Harley Earl's leadership as General Motors's vice president of design. Though compact, it was bold and extravagant, symbolizing the conclusion of an era and the culmination of Earl's career, which began in 1926 with the design of the LaSalle and revolutionized automotive styling as a critical aspect of the industry.

Throughout his career, Harley Earl focused on making vehicles appear longer and sleeker. His reputation grew in Hollywood, where his father's Earl Carriage Works crafted stylish roadsters and luxurious limousines for the affluent movie industry, eventually catching the attention of General Motors.

In 1919, Don Lee, the West Coast distributor for Cadillac, acquired the Earl works after Harley Earl, Sr., decided to sell due to health issues. Lee appointed the younger Earl to manage the shop, leading to the creation of unique and luxurious vehicles on high-end chassis from brands like Packard, Pierce-Arrow, Rolls-Royce, and Cadillac.

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Lawrence P. Fisher, Cadillac's president and general manager, a forward-thinking individual, noticed the European shift toward prioritizing style over practicality. Domestically, he observed rising competition from brands like Packard, which led in styling at the time. Fisher admired Earl's work and invited him to Detroit to present a design proposal for the upcoming LaSalle.

As history shows, Earl's proposal was accepted, and he remained involved through the car's launch. A year later, General Motors President Alfred P. Sloan, Jr., acknowledging the growing importance of design in the automotive industry, asked Earl to lead a new division named "Art and Colour."

The name was strategically chosen to avoid alarming the engineering departments, which had traditionally handled the design of automobile bodies. Gradually, design was separated from engineering, and with achievements like the Cadillac V-12 and V-16 in 1930, along with the aerodynamic designs of 1933, Harley Earl solidified his leadership and demonstrated his value to General Motors.

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1959 Cadillac Cyclone Dream Car

Harley Earl's success stemmed from his innovative use of clay models to bring his ideas to life, rather than relying solely on flat sketches. This approach led him to realize that a physical representation of his concepts, a "dream car," could not only be exciting to showcase but also gauge public interest and elevate his department's reputation. This vision laid the foundation for the 1959 Cadillac Cyclone.

Ed Macauley, Packard's design chief, drove a futuristic boat-tailed speedster that evolved continuously during this era. Earl likely saw this as an opportunity to make his own mark. With his career advancing and General Motors thriving, the car he drove became a symbol of his status within Detroit's tight-knit automotive community.

In 1938, Earl introduced his first dream car, the Y-Job, a two-seat convertible built on a Buick chassis. It foreshadowed many features that would later appear in Buick models. This modest start paved the way for a broader dream car initiative across all General Motors brands. A 1965 GM press release highlighted the significance of these vehicles:

"Many styling advancements in General Motors cars over the years might have remained confined to design studios without the industry's unique window into the future—the 'dream car.' Introduced in 1938 to provide designers with a tool for advanced research akin to the laboratories and testing grounds used by engineers, the dream car has become a globally recognized symbol of the public's growing fascination with future possibilities. More than just a showpiece, it has allowed for public feedback on future car designs, leading to more innovative and aesthetically pleasing vehicles than traditional development might have achieved."

Shortly after the Y-Job's debut, the United States became engulfed in World War II, shifting the auto industry's focus to manufacturing military equipment. It wasn't until 1951 that General Motors revisited the concept of dream cars, introducing the LeSabre and the Buick XP-300.

Alongside the revival of concept cars, the Motorama emerged as a significant event. These grand car shows, hosted by GM in various cities between 1949 and 1961, served as platforms to showcase innovative designs and captivate potential buyers.

Dream cars quickly became a highlight of the Motorama. (For instance, the 1954 event featured 12 unique show cars.) The 1959 edition prominently featured the Cadillac Cyclone. As stated in a 1965 GM press release:

"It's impossible to estimate how many people have seen the over three dozen dream and experimental cars created by General Motors so far. Beyond the Motoramas, some of these vehicles continue to be displayed at local shows and fairs worldwide. Others are undergoing testing on tracks. Many of the design and engineering features found in today's GM cars were once part of yesterday's dream cars, now accessible to everyday drivers. As a driving force behind innovation, dream cars will continue to explore future advancements, reflecting the boundless creativity of automotive designers and engineers."

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1959 Cadillac Cyclone Ahead of Its Time

The 1959 Cadillac Cyclone, a rocket-inspired road vehicle, embodied Harley Earl's futuristic vision. To bring this vision to life, Earl collaborated with seasoned designer Carl Renner, who shared insights about his involvement in the project (coded XP-74) in a May 1997 interview with Collectible Automobile.

"In 1958, Mr. Earl assigned me to lead Studio IV. My initial task in Advance IV was the XP-96, a new Corvette initiative...Mr. Earl also tasked me with overseeing a personal project of his...the Cadillac Cyclone," Renner explained. "With Advance IV and the Cyclone studio adjacent, Mr. Earl had a door installed in the wall for easy access between the two. We completed the Cyclone before Mr. Earl retired in December 1958."

Some dream cars were designed solely for display, lacking engines or drivetrains but adjusted to appear functional. Others were fully operational, with varying levels of refinement. The Cyclone was built as a fully functional vehicle, and there was speculation that Earl might drive it during his retirement.

Ultimately, Earl chose the Oldsmobile F-88 dream car for his retirement, and for good reason. While the 1959 Cadillac Cyclone boasted striking design and futuristic elements, some of its features were experimental and ahead of their time, relying on technology that had yet to be realized.

The 1959 Cadillac Cyclone featured a new 325-bhp, 390-cid V-8 engine paired with a standard Hydra-Matic automatic transmission. It included a two-speed differential, offering six forward speeds. A low-profile four-barrel carburetor, sans air cleaner, reduced the vehicle's height, complemented by a filtered air scoop integrated into the hood.

The exhaust from the engine passed through dual mufflers positioned in the engine compartment, adjacent to the engine, and exited via dual ports on the front fenders, just ahead of the tires.

A unique design element was the placement of all engine-driven accessories, including the air-suspension compressor, power steering pump, generator, water pump, and air-conditioning compressor, in front of the engine rather than on top. These components were powered by belts connected to the crankshaft pulley.

Additionally, two fans were positioned in front of these components to draw air through the innovative aluminum cross-flow radiator. The braking system utilized a pressure servo instead of a vacuum type, sourcing pressure from the air-ride reserve tank. The vehicle also featured variable-ratio Saginaw rotary-valve power steering, a feature that would later become standard on Cadillac models.

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1959 Cadillac Cyclone Troubleshooting

The Cadillac Cyclone was constructed by small teams at the General Motors Technical Center in Warren, Michigan, with extensive hand-finishing required. Often, the designs envisioned on paper or in the minds of the creators required adjustments or innovative solutions to become a reality.

Art Carpenter, a self-taught mechanical and electrical expert, was the engineering genius who often devised solutions during that era. He joined GM in 1950 and quickly rose to the special-projects team. His collaborator, Leonard McLay, had been with the company since 1942, excelling in public relations and possessing the skills to construct nearly anything while managing even the most demanding executives.

Like many in large corporations, they frequently faced tight deadlines to prepare cars for specific events or launches. They were also expected to accompany the finished vehicles to assist with setup and resolve any issues.

The Cadillac Cyclone made one of its first public appearances in early 1959 at the inauguration of the Daytona International Speedway in Florida. U.S. Air Force General Curtis LeMay was scheduled to drive a pace lap in the car. However, during unloading, the air-suspension sensors malfunctioned, inflating fully, and the automatic door-lock system jammed.

GM officials and the recently retired Harley Earl were present for the event, and their frustration was palpable. Fortunately, Carpenter and McLay, the creators of the car's intricate control system, had traveled with it. They managed to fix the issues in time for the opening ceremonies, allowing the pace lap to proceed smoothly. The event concluded with a successful photo session.

Beyond the air-ride and door-lock issues, the Cyclone featured an advanced autopilot system that controlled both speed and steering. A sensor-bar beneath the front of the car could follow a guide wire embedded in the road. At the time, there was speculation that future highways would incorporate such technology, enabling drivers to relax during long journeys.

A test track with embedded steering wires was established at the GM proving grounds to evaluate the Cadillac Cyclone's autopilot system, which reportedly functioned flawlessly. The car also featured a radar system integrated into the front bumper cones, serving as a proximity alert. When an object was detected ahead, a dashboard light would flash, and a display would show the distance and stopping range.

As the object approached, the flashing light was accompanied by an audible warning that grew higher in pitch. In the event of an imminent collision, the system was designed to automatically engage the brakes. However, no one involved with the car dared to test this final feature, leaving its effectiveness unverified.

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1959 Cadillac Cyclone Ushers Out an Era

Some features of the 1959 Cadillac Cyclone made it unsuitable for everyday use, particularly the plexiglass bubble-top. Initially, the interior was vacuum-silvered to minimize glare and heat, but the coating eventually peeled off and was never restored.

The car lacked roll-down windows, so small rectangular openings in the doors served as pass-throughs. A sound system projected the occupants' voices through speakers concealed in grilles on the front fenders. Electric motors lifted the canopy slightly when the doors opened, allowing entry or exit—assuming the relays and switches functioned properly.

To lower and store the top, the rear section of the car was unlocked using a cable hidden behind the driver-side gas filler door. It was then manually tilted back to allow the canopy to flip into the rear compartment. The doors opened manually by sliding along the rear quarter panels, with a power assist initially pushing them three inches outward.

Dream cars, blending near-future production concepts with futuristic ideas, were highly valued by design directors as a reflection of their creativity and status.

Several features of the Cyclone remained incomplete as Harley Earl retired. Bill Mitchell, stepping into the lead role at the Design Center, had his own vision, which didn't prioritize the Cadillac Cyclone. The bold "space age" aesthetic faded, replaced by Mitchell's preference for sleek, understated designs, evident in the toned-down fins of 1960 GM models.

The Cadillac Cyclone's fins were trimmed to align with the new design trend, and the taillights were relocated to the bumper ends. The hubcaps were also updated. While these changes briefly extended the car's promotional value, its time in the spotlight was limited.

McLay recalled being tasked with driving the car from Detroit to Flint, Michigan, for an exhibition after the air-ride system was replaced with coil springs. He soon realized the car lacked shock absorbers, making the ride extremely rough. Upon his return, he was informed that no further funds would be allocated to the car. It was clear that Mitchell was pursuing his own design direction, and Harley Earl's final dream car was destined for storage.

Thankfully, General Motors preserved the Cyclone and several other significant vehicles, ensuring they remain available for exhibition as interest in this era of automotive history grows. The Cyclone's fins have been trimmed, the vacuum-silvered canopy has lost its coating, and its original pearl white paint has been replaced with silver.

Nevertheless, the Cyclone endures as a testament to the late 1950s, when bold, space-age designs emerged from Detroit's drawing boards. These futuristic creations, though fleeting, marked a pivotal moment in the evolution of automotive design.

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