From time to time, car companies are a little obsessed with the new idea that they are not translated very well in their practice for a myriad of reasons.Toyota (and other Japanese companies) did exactly this when they invested in a very unsuccessful line. Will Automobiles and other consumer products in the early 2000s.
Today, we’ll look at some examples of domestic ideas from the 1980s. It was a time when Cadillac thought that when he applied lipstick to a Cadillac-shaped pig, BMW and Mercedes-Benz 190E customers would be a “call.” It’s Cimarron’s time for the J-body joint.
Cadillac, the world’s standard brand in the United States, usually sold huge, expensive cars that were manufactured to high quality standards at some point. And that was good. But by the 1960s, General Motors had two key points. The quality image of Cadillac is fading, and in fact there was a slightly smaller luxury car market. It’s as small as a medium-sized car, like the luxury cars that early yuppies bought from Mercedes-Benz and BMW. Those European brands were young, energetic and attractive.
So, in 1976, GM took the risk and engrossed rear-wheel drive and medium-sized X-body with K-body Seville, which is very different (and not really) from Nova. Sold as an “international size,” Seville was smoother and lighter than a regular Cadillac, whatever that meant. And that was a successful sale. However, it did not change the blue-haired image of Cadillac, a North American euro-luxury buyer. Someone in Cadillac said.
And aim for the lower goals they did, as GM Brass approved the smallest Cadillac in history in 1980. It is a compact based on the new J-body platform currently under development. This new car was the result of several marketing research on Cadillac buyers.The result is that Cadillac customers No It was incredibly desirable, so I moved from a European brand to Seville. Rather, it showed that Seville’s customers were loyal domestic brand buyers who usually wanted smaller sedans. “European matching” with Seville didn’t work.
Correspondingly, this all-new Cadillac product will more directly compete with Germany’s compact (and premium) European sports sedans, especially the 3 Series and the Mercedes 190E. Like BMW, it’s smaller, more expensive, and more front-wheel drive, right? The dealers favored small cars, but didn’t know what they would get.
Work began in 1980, two years before J-body’s debut in North America. It wasn’t that much (enough) time for the slow-moving giants that were General Motors, and Cimarron had one of the shortest development times GM had ever tried. Ending All Cadillacs Cadillac was supposed to debut around 1985, giving GM time to untwist the products on the new platform (I say it’s a good idea). However, management was enthusiastic and postponed the timeline to the 1982 release of the model year with the remaining J-body cars.
GM’s President Pete Estes (1974-1981) didn’t make the plan in a hurry. Originally an Oldsmobile engineer and the man who came up with the Camaro name, Estes protested when he saw high-quality vinyl hung on the Cavalier.
“I don’t have time to turn a J-car into a Cadillac,” he said. Crickets from Cadillac management.
Cadillac hyped the new Cimarron in a pamphlet, using bold adjectives such as adventure, indomitable spirit, and pioneers. GM first considered calling it Emboy, Cascade, or Series 62, but instead adopted the Cadillac Cimarron. They were so proud of their creation that the Cadillac name wasn’t on the car at the time of launch. This was quickly fixed when the Cadillac script appeared in the trunk in 1983, and the car was simply called the Cadillac Cimarron.
It was Cavalier’s Cimarron that made its debut, as it was a badge engineering job, unlike what GM had previously tried. The front and rear were slightly more formal clips than the Cavalier, but all exterior shapes between the two were the same. There were some additional trim and chrome on the outside, and the optional vinyl roof wasn’t on the Cavalier. Internally, the Cimarron steering wheel had three spokes instead of two. The shape of the center console is slightly different, and the cassette stereo is higher. Cavaliers sometimes had digital gauges, but Cimarron featured analog gauges cased in silvery plastic “simulated aluminum” instead of gray. Bucket seats were Cadillac standard and were covered with vinyl intended to look like leather. The seats were heavily ribbed and matched the color key vinyl door panel trim.
And that was it. There is no wood, luxurious and powerful engine, special features, cup holder. All Cimarrons were sedans (although the convertible wouldn’t have failed here) and had the same 1.8, 2.0, or 2.8 liter engine. Cavalier.. The transmission was the same, either 3-speed automatic or 4-speed or 5-speed manual, but most were ordered automatically. The 2.8 V6 was an option on the luxury Cimarron in 1985, but became standard in 1987.
Along the way, there was only one notable trim package. Doro Introduced in 1984. Translated directly from Italian and Spanish to “Golden”, D’Oro was designed for customers who enjoyed gold trim, badges, wheels, grilles, bumper strips and tape stripes. The D’Oro was decorated through a plaque on the lid of a flimsy glove box next to Cimarron, with additional color-matched lower body cladding not found in standard Cimarron. In 1984, the package was only available with a black exterior and tan leather, but in 1985 the trim was expanded to white and red exterior paint. D’Oro was available until 1986.
GM continued to tweak the front and rear trim a bit to make it look a little different from the Cavalier brothers. The wraparound tail lamp was introduced in 1986 with a much better looking composite headlamp that replaces the sealed beam cavalier unit. Cimarron was mostly laughed out of the room by the car press, and of course it is.
However, while sales of 132,499 weren’t as impressive as expected, many Cimarron buyers were new to the Cadillac brand and younger than the average customer. Cadillac Brass considered a new generation of Cimarron after 1988, but instead sealed its fate, renewing El Dorado and Seville in 1988, and renewing front-wheel drive Fleetwood and Devil in 1989. Sent their development funds to. It’s a good phone. The Cimarron was one of the last first-generation J-body cars to sell, and in 1988 Cavalier and its company entered the second-generation.
Cimarron eventually appeared on the list of the worst cars ever here and there. It is considered primarily the worst example of badge engineering in modern history, as it represented the Cavalier’s cynical view at almost twice the price. So far, Cadillac remembers Cimarron’s abandoned history lesson and hasn’t made any mistakes.
Become a TTAC Insider. Tell the truth about your car first with the latest news, features, TTAC takes, and everything else. Our subscription Newsletter..
Cadillac Cimarron, a leading competitor of Mercedes-Benz
Source link Cadillac Cimarron, a leading competitor of Mercedes-Benz