Cadillac really specialized in making chumps out of the clientele in the ‘70s and ‘80s. Just think what the people who forked out a pile of dough for the so-called “End-of-an-Era Caddy Convertible” in 1976 would have felt like when they saw these were available at the very same dealerships eight years later. But then, whoever bought an ’84 Eldo would have gotten theirs with the HT4100 V8. Some ’76 owners would have grinned at that.
Both stories, i.e. the premature mid-‘70s death (and subsequent mid-‘80s re-birth) of the American convertible and the disastrous Malaise-era Cadillac V8s, be they the V8-6-4, Olds Diesel or HT4100, have been told often enough both here and elsewhere that it’s one we could probably all recite by heart.
But strangely enough, we’ve not yet had one of these “re-born” Eldorado drop-tops as a proper long-form CC as yet. Not to worry, Tokyo will provide – in customary pristine condition, and with dollops of extra cheesy Pimp-My-Ride detailing, too. I normally hate continental kits, but I must admit it does look the part on this particular car.
The convertible never really left Cadillac, it was more the other way around. But after the fateful 1976 farewell party, there were plenty of aftermarket conversions available for those who still wanted a drop-top Caddy – and not just Eldorados, either.
With the likes of Hess & Eisenhart, Car Craft, Coach Design Group (authors of the Seville San Remo), Newport Convertible Engineering or, as seen above, the imaginatively-named Conversions Incorporated – there were a lot of options out there for Cadillac owners who wanted a bit less roof (and sometimes a few extra gaudy baubles) on their pride and joy. Cadillac had a list of “approved” conversions that would not void the warranty, but this was still entirely left to the customer to work out with whatever coachbuilder they picked.
For MY 1984, GM went one better and contracted American Sunroof Company (ASC), based just outside of Detroit in Southgate, MI, to manufacture Eldorado convertibles and sell them directly via official Cadillac dealerships. These had a specific VIN identifying them as convertibles, so in a way, this signified that Cadillac were very much back in the cabriolet business. They just weren’t making them in-house.
ASC was started in the early ‘60s in San Francisco (in George Barris’ backyard, pretty much) by a young German entrepreneur named Heinz Prechter, who imported Golde sunroofs from his native land. Soon, he was installing sunroofs in LBJ’s Lincolns and, by 1967, ASC were installing factory sunroofs in Mercury Cougars. The company moved to Michigan, where the action was, and kept growing as a purveyor of roof solutions for Detroit, as well as aftermarket stuff for anyone who cared to asked. And people cared.
ASC created the Custom-Craft division, which incorporated sunroofs but also branched out into all the necessary decorative items for one’s ride to be thoroughly pimped, as per the fashion of the times. Landau bars, thickened chrome trim, continental kits – the ‘70s were here, baby!
By the ‘80s, the ASC empire had manufacturing plants all over the US and links with every domestic carmaker. Even foreign ones were contracting the company for their core expertise in all things roof-related: Toyota, Mitsubishi and Nissan got their sports cars converted to drop-tops thanks to ASC, and the American firm also worked with Saab on their highly successful 900 Cabriolet, as well as Porsche for their 944 cabriolet. But the car that really started this soft-top frenzy was the Chrysler LeBaron, as well as the 1982 Buick Riviera, which ASC had executed flawlessly. No wonder than GM would call upon them to manufacture a few Cadillac convertibles.
How many exactly? Well, the number floating around the web for 1984 is 3,300 units, followed by about 2,500 the next year. That’s not nothing, and it’s certainly a lot more than the handfuls that most conversion shops (even prestigious ones like H & E) were used to at the time. Compare those numbers to the Allante, which GM elected to undertake instead of continuing the ASC scheme. Ah well…
“Objects in mirror are gaudier than they appear.” Looking back on the ASC Eldorado, it’s definitely an acquired taste. But you could reasonably bank on a few thousand sales per annum, with or without extra trimmings like our slightly pimped belle du jour.
It’s a real time capsule too, as the days of aftermarket conversions are long gone. ASC was particularly successful, so they outlasted nearly all of their competitors: they carried on making small volume variants and specials right until 2017, when the company was dissolved. Its founder, Heinz Pritcher, had long-standing mental health issues and took his own life back in 2001.
Mind you, the Eldorado Biarritz is also long-gone. Can you believe the last Eldo rolled off the line back in April 2002? It almost made it to 50 years of age – quite the achievement for any nameplate.
I’m not sure ASC are sorely missed. Nor are pimped-out white Eldorados in general, especially with the dreaded HT4100 engine. Makes this survivor all the more appealing as a period piece. Bling it on!
Related posts:
On-The-Go Classic: 1985 Cadillac Eldorado Biarritz Convertible – One More Time, by Joseph Dennis
Curbside Classic: 1983 Cadillac Eldorado – The Last Truly Impressive Eldorado, by TooBadItsBav
Curbside Classic: 1983 Cadillac Eldorado – Mmm, Buttery!, by Tom Klockau
Curbside Classic: 1985 Cadillac Eldorado – What’s Under That Hat?, by Joseph Dennis
CC Outtake: 1985 Cadillac Eldorado – Stately AF, by Brendan Saur
CC Outtake: 1985 Cadillac Eldorado – Tired Of Wire Wheels?, by Brendan Saur
CC Outtake: E-Body Cadillac Eldorado Biarritz – Best Regards From The Eighties, by Yohai71
Its hard to tell in the pics what color this Eldo is. Is it a pearl white?? That wasnt a factory color until 1990 or so.
Or that white that was also kinda grey?? Ive seen that 2nd one on 80s Cadillacs and Im quite fond of it. Shame that gen Eldorado had the HT4100 for most years. 1979 had the same fuel injected olds 350 as the Seville, 80-81 were the ones to get IMO with the 368 Cadillac big block(disconnect the wire for the cylinder deactivation and its a great v8 when its running on all 8 cylinders)
1979 cars, I wouldnt want to deal with the unique fuel injection on them. 80-81, were more standard GM TBI.
80-81 cars are hard to come by, the recession and 2nd oil embargo tanked sales. The ones with the awful HT4100 sold really well due to the economy picking back up.
Here is our ASC’d convertible 1993 240SX. We still own it with 35,000 miles.
I like the knock off wire wheels look offered on these especially with the Uniroyals but I never understood the Classic Coach Rolls Royce grills nor the Continental Kits on Cadillacs from this era. I always think of the jokes about whoever sold you that suit had a sick sense of humor.
This 1979 to 1985 Eldo is one of my favorite cars of all time. They have some of the most comfortable seats for long trips (same as Seville) and are quiet, smooth and elegant. As everyone knows, the 1982 to 1985’s had less than desirable engines. However, for those of the 1983 to 1985’s who took extra good care of the 4100’s, they actually lasted quite well. Can’t say that about the first 1982 year. But for me, as silly as it sounds, I’d choose the 5.7L diesel as long as it was an 81 or newer. Slow, but great MPG on the highways with all the comfort and with the right care would also run many miles.
I’m not a big fan of convertibles, but these looked nice with the top up or down at least. But I just can’t stand all the added stuff like those awful rear “spare tires or the equally awful over-sized grille.
A group of 1976 Eldo ragtop buyers actually sued GM over these, either they lost or the case was dismissed.
Oldsmobile, interestingly enough, had no “factory” convertible in these years even though both a Toronado and a Firenza would’ve been plug and play.
As a car-obsessed kid when these were new I had no idea they existed, only the J car ragtops from GM alongside the much ballyhooed Mopars and the Mustang.