1939 Cadillac Series 75

The Cadillac Series 75 was introduced in 1936, serving as the flagship eight-cylinder model, a step above the Series 60 and below the sixteen-cylinder Series 90. The twelve-cylinder Cadillac had been discontinued following the 1937 model year. Bodies were initially offered by both Fisher and Fleetwood, but by 1938 the latter won out with the Series 75 available strictly as a Fleetwood. Nevertheless, the list of body styles remained vast with several different all-steel bodies offered in 1939 including formal and upright limousines to two- and four-door open cars.

The market experienced an economic downturn in 1938, recovering in 1939, and for Cadillac, sales rose accordingly, from 9,458 examples built in 1938 to 13,633 units the following year. 1938 production of the Series 75 reached 1,911 units followed by 2,069 units a year later.

The Series 75 initially rested on a 138-inch wheelbase platform, growing to 141-inches in 1938, and its 346 cubic-inch eight-cylinder engine (which was shared with the Series 60, 65, and 70) produced 135 horsepower with the standard compression ratio of 6.25:1.

Styling cues of the 1938 Cadillac Series 75 included a large vertical cellular grille, an alligator hood, and headlights positioned between the fender and grille, resting on a filler piece. The rear profile was rounder and the trunk was nearly integrated into the bodywork. GM cars of 1939 wore avant-grade styling with the 'forward look' of pointed front ends. The 1939 Cadillac V-8 models had fine-pitched and integrated grille bars. By this point in history, styling had become neatly integrated and bodies had become modern and wore the aerodynamic design trends of the era, however, major changes were still a few years away.

By 1939, the battery had been relocated to the upper right-hand side of the hood, the oil filter had been removed, the suspension by leaf springs with a hypoid rear axle and a 'Synchro-Flex' flywheel. Due to the higher octane fuel, the Series 75 now used a 6.70:1 compression which brought horsepower to 140 bhp. 1938 models had the horn located behind the grille, and in 1939, the sea shell horns were located under the hood.

Along with the 141-inch wheelbase platform, the Series 75 was also available with a much larger 161-inch wheelbase suitable for commercial applications. Body styles included a two- and five-passenger coupe, a five- and seven-passenger sedan, an Imperial and Formal sedan with five to seven seats, a convertible coupe, a convertible sedan, and a seven-passenger town car. Prices ranged from $3,400 to $5,250.

The business cars resting on the 141-inch wheelbase included an eight-passenger touring sedan and touring imperial, priced at $3,15 and $3,370 respectively. The eighth passenger was seated with two others on auxiliary seats.

The L-head eight-cylinder engine displaced 346 cubic inches, used hydraulic valve lifters, three main bearings, a Stromberg carburetor, a cast-iron block with the blocks cast enbloc with the crankcase, and produced 140 horsepower at 3,400 RPM. It was backed by a three-speed selective synchromesh transmission with a single disc clutch and column gearshift controls. Hydraulic brakes provided the stopping power.

Optional equipment included a fog light and spotlight, an automatic battery filler, a radio, a heater, and a windshield washer.

The Series 75 would remain part of the Cadillac lineup through the 1987 model year. Following the departure of the sixteen-cylinder Series 90 at the end of the 1940 model year, the Series 75 became the new top-of-the-line model, a position it would hold for the remainder of its existence (albeit, the Series 70 Eldorado Brougham of 1957 and 1958 was more expensive due to its Pininfarina coachwork).

by Daniel Vaughan | Mar 2021