1937 Cadillac Series 75

The Series 75 was the largest and most luxurious V-8-powered Cadillac in 1937, with a 138-inch wheelbase chassis and luxurious Fleetwood 'semi-custom' coachwork, shared with the upper-level V-12 and V-16 models. The Cadillac Series 75 was introduced in 1936, positioned above the Series 60 and Series 70 line, and distinguished by its larger wheelbase (the Series 60 measured 121-inches and the Series 70 at 131-inches). The Series 60 wore Fisher bodies and was equipped with a 322 cubic-inch eight-cylinder engine that offered 125 horsepower. The Series 70 and Series 75 had Fleetwood bodies and a 346 cubic-inch unit with a cast-iron block, the blocks cast enbloc with the crankcase, three main bearings, hydraulic valve lifters, a Stromberg carburetor, and offering 135 horsepower at 3400 RPM. All 1936 Cadillac engines were backed by a three-speed selective synchromesh transmission with a single disc clutch, and hydraulic drum brakes were located at all four corners.

The Series 75 was also offered with Fisher coachwork, offered as a Special Touring Sedan priced at $2,445 or a Special Imperial Touring Sedan at $2,645. These two body styles followed the styling f the other Fisher-bodied Cadillacs for 1937, highlighted by an egg-crate grille, three horizontal bars on each side of the grille, and higher fenders with lengthwise creases along the top. These touring sedans were available with or without division windows.

The 1937 Cadillac eight-cylinder line grew in diversity, adding a new body style for the Series 60 line (now with a 124-inch wheelbase) and a new model called the Series 65 offered solely as a touring sedan on a 131-inch wheelbase. The Series 75 was offered with Fleetwood coachwork on a 131-inch wheelbase. The Series 75 had a 138-inch wheelbase and Fleetwood bodies for both residential and commercial purposes. All eight-cylinder Cadillacs were powered by the 346 CID eight with 135 horsepower and backed by the three-speed transmission. The engine gained a lighter flywheel, a new carburetor with a full-automatic electric choke, and an oil bath air cleaner. The distributor and the generator were relocated to a new position within the engine bay. Engines numbers were located on the crankcase, directly behind the left cylinder group and parallel to the dashboard. Updates to the transmission included pin-type synchronizers and shifter rails relocated to the side of the case.

1937 was the final year for the twelve-cylinder Cadillac, with its 365 cubic-inch engine offering 150 horsepower and powering the 138-inch platform. It was also the final year for the overhead valve V-16, replaced for 1938 by a 431 cubic-inch sixteen with an L-head (flathead) design, nine main bearings, and a wider 135-degree V-angle. Hydraulic brakes with a vacuum booster on the pedal were a new feature for Cadillac's top-of-the-line 1938 model, and a stabilizer bar was added to the front suspension.

The eight-cylinder engine powered all Cadillac vehicles from its introduction in 1915 through the arrival of the sixteen-cylinder Cadillac in 1930 and the twelve-cylinder engine in 1931. 1937 was the final year for the twelve and the sixteen was discontinued in 1940, leaving Cadillac once again with just the eight. Cadillac was the only marque to offer such a diverse lineup of engines during the 1930s, and the arrival of the twelve and sixteen sparked the cylinder wars that (along with the Depression) were responsible for the demise of many luxury marques that were unable to keep pace with Cadillacs distinguished lineup. Adding even more diversity to the range of options offered by General Motors was the popular LaSalle brand introduced in 1927. The elegant and attractive coachwork by Harley Earl and the newly formed Art and Colour department was soon implemented throughout the GM line. The LaSalle vehicles were produced in the Cadillac production facilities as a lower-priced median car line between Cadillac and Buick. The 1937 LaSalle was equipped with a 322 cubic-inch eight-cylinder engine with 125 horsepower (the engine used in 1936 on the Cadillac Series 60. The 1936 LaSalle used a 248 cubic-inch eight with 105 horsepower). For buyers unable or unwilling to afford a Cadillac or LaSalle, Buick and Oldsmobile models were next in line on General Motors' hierarchy and both had eight-cylinder power.

With such a vast selection of eight-cylinder options, the combined production for the 1937 Series 70 and Series 75 was 4,232, far less than the 7,003 units of the Series 70 but more than the 2,401 of the Series 65. Comparatively, the production for the eight-cylinder LaSalle 37-50 was 32,005 units and Packard's recently introduced low-cost, eight-cylinder One Twenty line had 50,100 sales for 1937. The streamlined Lincoln Zephyr with twelve-cylinder power (110 horsepower) and a 122-inch wheelbase was priced from $1160 to $1430 - half the cost of the Cadillac Series 75, with sales of 29,997 units. Buyers had a plethora of options and the Series 75 filled a unique niche, priced below its more powerful twelve and sixteen-cylinder siblings, but with the same wheelbase as the Twelve and similar styling.

Fisher bodies on the Series 75 included a seven-passenger touring sedan priced at $2,445 and an Imperial Touring Sedan priced at $2,645. Fleetwood bodies included a seven-passenger sedan, Imperial Sedan, Formal Sedan ($3,500), five- ($2,645) and seven- ($2,795) passenger sedan, a coupe, limousine brougham, a Town Car ($4545), Town Sedan ($3145), Imperial Touring Sedan ($2995), and a convertible sedan ($3445).

The Series 75 Business Cars with Fisher coachwork included an eight-passenger Business Touring Sedan priced at $2,575 and a Business Imperial Touring Sedan at $2,775. Fleetwood bodies included a sedan, an imperial sedan, and a touring sedan, all with eight-passenger seating. A commercial chassis was offered with a 156-inch wheelbase and an overall length of 231.25-inches.

The Series 70 were priced similarly to the Fisher-bodied series 75 cars, ranging from $2,445 to 42,800. The Series 65 was priced at $1,945 and the Series 60 listed for $1,445 to $1,885.

Styling changes for the 1937 Cadillac were minimal, highlighted by a built-in trunk used on most bodies, and wheel discs incorporated a hubcap. In the front were a die-cast egg-crate grille, new fenders, and a new bumper. This was the final year of the grille design used through the 1930s, as 1938 introduced a larger vertical cellular grille with horizontal bars that continued around the side onto the hood sides. The 1937 headlights were attached to the side of the body, between the fender and the grille, and slightly below the trim strip that traversed the entire body side. For 1938, the headlights were relocated farther down, attached to the filler piece between the fenders and hood. The 1938 Cadillacs also used an alligator hood while the 1941 Cadillacs would adopt a one-piece hood that included the side panels, and extended sideways to the fenders. The styling theme introduced in 1941 would be applied to Cadillac vehicles for many years, lasting until all-new post-war styling was introduced in 1948. Thus, the styling of the 1937 Cadillacs was some of the final and most revised versions of the Art Deco design theme introduced by Harley Earl in the late 1920s.

The Fisher-bodies Series 75 were dropped for 1938, along with the Series 70, and the new Sixty Special Sedan joined the lineup.

by Daniel Vaughan | Mar 2021