The 1962 Pizazz

The laws of natural selection as applied to U.S. automobile design make a fascinating Darwinian study: tailfins sprout timidly at first, grow into huge aerodynamic wonders and then recede; teeth and radiator ornaments come and go, sometimes leaving only vestigial traces; eyes, front and rear, grow from two to four, then slip back again to two; some rare species, such as the flat-backed, silver-mouth Edsel, vanish altogether. Thus, in the '50's, when cars became monstrous, chromium-plated caricatures, buyers reacted against this somewhat unnatural selection and rushed for the European small cars, so Detroit turned compact. Now again, reaction has set in.

Last week, as the automakers got ready to shut down the lines for the changeover to the 1962 models, the major move was from the small compact to the big compact, or "intermediate"; not BIG, as Comedian Menasha Skulnik would say, but big. And since the buyers are hot for it right now, Detroit is also supplying lots of pizazz (sports car touches) and is adding improvements that reduce maintenance requirements.

The manufacturers, as usual, insisted on shrouding the new models in secrecy, so as to get the utmost response from buyers during the fall unveilings. But here and there, they allowed a glimpse: a peek-a-boo of a Lark in the woods, a new Plymouth wrapped in bedsheets. In general, the new models' intermediate size is a compromise that offers greater inside roominess with reasonable outside dimensions--very much, in fact, like the cars of a decade ago. Having found that buyers insist on all kinds of fancy extras (Chevy's 1961 Corvair got off to a slow start until the Monza model came out last year with bucket seats, extra chrome, luxurious interior fittings and prestige insignia), the pizazz experts are following the trend in most models and providing the whole gamut of sporty touches except for helmets and goggles. And, depending on the model and the price, all the companies are engineering changes that will per mit longer intervals between radiator flushes, grease jobs and oil changes, while some are simplifying electrical circuits and adding lifetime mufflers aimed at cutting down repair costs. All the intermediates are expected to sell in the $2,000-$2,300 range.

Principal changes (by companies):

sb FORD. The standard sized Fords will go under the names of Galaxie and Galaxie 500, while the intermediate will get the Fairlane designation. The Galaxies have lost the canted, razorlike rear fins in favor of a clean rear section, and overall have a squared off look capped with a heavier-looking grille. The Fairlanes, with a 115.5-in. wheelbase and 197-in. overall length, have interior dimensions approximating the 1961 standard Ford. Flat grilles have a forward thrust, and the round taillights and metal trim are reminiscent of earlier Ford models. Falcon, the best-selling compact of the year, will have a rakier look, achieved by a simulated air scoop in the center of the hood, a raised, squared hood, bigger grille and taillights, and altered metal trim. Added to the Falcon line: a station wagon with simulated-wood side paneling.

Thunderbird will be pizazzier than ever, and is shrouded in such secrecy that industry sources predict a big "surprise." The intermediate Mercury Meteor is essentially the same body shell as the Fairlane, with dual headlights and tubular taillights. Lincoln, in keeping with Ford policy of styling continuity over four-year periods, is making only minor trim and grille changes.

sb GENERAL MOTORS. Chevrolet's Impala and Bel Air, the standard models of the line, are unchanged in basic dimensions, have new, squared-off silhouettes. Similarly, the Corvair--still the only U.S. car with a rear engine--has only a new insignia and a little more ornamentation; contrary to widespread gossip, there will be no Corvair convertible for the fall. Chevy's intermediate (110-in. wheelbase and 183-in. overall length), will have single headlights, sculptured side, horizontal bars on the grille and a squared-off back fender. A pizazz version will get the bucket-seat treatment and the rest of the optional works. The Corvette, the European-style sports car, again will get only the most minor grille changes. Pontiac will have a big car, the Grand Prix, with such pizazz optionals as four-speed manual transmission and tachometer. The compact Tempest, with a new convertible model in the works, will sprout two tiny ridges that are not quite tailfins, will change the traditional split-tear grille to a horizontal, continuous one.

Oldsmobile's F85 compact gets a convex grille and some trim alterations, but little other change, though there will he an F85 convertible added to the line. The standard big Olds joins the parade to the square look. Buick's compact Special will be available as a convertible and also with a new V-6 cast-iron engine as well as the current aluminum V8; the Six's price will drop to compete with other compacts, and it, too, will lose its pointy look. The bigger Buick, newly squared, will come in a hardtop convertible model for the first time. Cadillac will have no radical new figure, except that its tailfins will be clipped somewhat, straightening out the sharp look in the rear.

sb CHRYSLER. Both the Plymouth and the Dodge Dart are completely redesigned, are shorter and narrower on the outside, but not appreciably changed in interior size. Both have long, low hoods and short, sloping rear decks. The Dart has abandoned its curly rear fin for an unadorned, clean rear-fender line, has changed its concave grille to a flat one with a forward thrust. The pizazz model, Polara, will come out only in two-door hardtop and convertible models. Both Dodge and Plymouth retain their 1961 engines but will seem a lot livelier because they are 300-400 lbs. lighter. Plymouth's Valiant now becomes Chrysler's Valiant, gets only a few physical changes: an end to the simulated rear spare "donut" wheel, wider bands of chrome and round, flush taillights instead of the canted, protruding ones of 1961. Dodge's Lancer now has a horizontal, convex grille surrounding its dual twin headlights. The big change in the Chryslers and Imperials is loss of the big, sweeping tailfins.

sb STUDEBAKER-PACKARD. The Hawk will get a pizazzy name (as yet undetermined) and be promoted as a Thunderbird-type prestige number with European lines: long, tapering hood, squared-off "greenhouse" (the silhouette above the hood line) and great expanses of glass. The Lark has sheet-metal and grille revisions designed to make it jauntier looking, also a flat-roofed, squared-off greenhouse and tapered hood and a sculptured, graceful rear deck. Studebaker's intermediate will be the Lark Cruiser, with a 113-in. wheelbase and Lark-like lines.

sb AMERICAN MOTORS. The 100-in. wheelbase Rambler American, which made major styling revisions in 1961, will be basically the same. The Rambler Classic (same 108-in. wheelbase) will grow in overall length precisely .2 in. But there will be extensive changes in the boxy rear to give it more grace. The Ambassador, shaved down in size by nine inches of wheelbase to Rambler Classic dimensions, will get the most explicit new look: bucket seats and other luxury features.

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