The last American convertible to drive away from the automobile factory was the '76 Eldorado Cadillac. With that came the end of the ragtop era. When there were fewer convertibles available to U.S. car buyers in the mid-'70s and '80s, an aftermarket industry grew for the new car styles to be converted into convertibles. This new place in time was known as the rise of the Coach Factory Convertibles. Several dozen quality shops across the country converted hardtops into modified convertibles. The new-car dealerships, along with their Firebirds, Lincolns, Rivieras, and Cadillacs, contracted with any aftermarket company, or Coach works builders, to add any option that they wanted to accent a car as long as it didn't compromise the strength integrity or cause warranty problems on that car. Roof racks, sunroofs, spoilers, or custom pinstriping could be ordered by the new-car dealerships but these conversions were not considered OEM or factory options. Conversions done before the final sale to the consumer by the new-car dealerships were considered dealer options and all Coach convertible conversions sold directly to the private car owner were considered aftermarket conversions. As the Coach builder industry continued to grow, it became obvious to the car manufacturers that it was time again for them to produce new convertibles. In 1982, convertibles were made available to car shoppers and were offered by the manufacturers, but they were still built as hardtops and then shipped over to a Coach company for modification to convertibles and then shipped over to dealerships by the original manufacturer afterward. Even though the conversion process was the same, because these convertibles were provided to the dealerships directly from the car manufacturer, they were considered factory originals. Certain Coach-built companies were instrumental in developments, like the first electric sunroof for Cadillac. One of the more prestigious companies was Hess & Eisenhardt (1942-1992) who built a series of luxury cars into stretched and armored limousines, ambulances, hearses, and convertibles. The Cadillac Coupe De Ville convertibles from 1978-1983 were known as Le Cabriolets. These fully designed beauties turned the heads of the automobile designers to rethink their decision to remove all of their hardtop-styled cars.
Lowrider's April cover displays a beauty of a Cadillac that was built by one of the more popular Coach builders who, back in the day, was responsible for famous-built luxury rides like the X-100 Lincoln Continental bubble top that President Kennedy rode in. George Ramirez from the Stylistics Car Club's purple lowrider Cadillac convertible is known as "Fame." From the '30s, being a little different, along with quality craftsmanship in automotive re-design history, can make certain types of rides famous and rare. A Cadillac Le Cabriolet lowrider would've sold in Japan for a hundred g's a few years back. That's what famous looks will do.
In our "On the Scene" department, the Lowrider staff went out to visit the grand opening of the East L.A. Boys and Girls Club learning center. The NBA has a campaign that they've been promoting called Read to Achieve. This program puts focus on the players efforts toward literacy, which helps instill the joys of reading into youth's minds. The Los Angeles Lakers proved why they are champs on the court and in the communities with their charitable commitment. They created and renovated 12 centers and reading rooms in Los Angeles and Hawaii. Boys and Girls Clubs received donations of bookshelves, carpet, furniture, paint, and computers. Check out the kids and player's expressions in the following pages as they prove homework comes first before you can go out and play on the court.
We also captured a couple of car shows from the California coasts-the traditional San Diego indoor, and the Santa Barbara lowrider shows. Take a look at the waves of lowriders, fans, and families who came out to the beach cities with their shades on to take that gleam from the brilliant paintjobs on display.
"Image" and "Originals" acknowledges lowriders Noah "Gumby" Hipolito, president of the Oldies San Gabriel chapter, and the lifetime permanent ink renderings of famed tattoo artist Jack Rudy. Both of these lowrider veterans helped decorate our past culture with their passion, devotion, and professionalism, which comes from that place they call old school. You'll see through the following pages why these guys came from the right "class."
We also introduce "Car Clubs," a new department that will represent those who demonstrate their logos, colors, plaques, cities, and the rides that personify them. See what criteria it takes to become eligible members of theses organizations that have pulled in years of devotion and dedication. Traffic Car Club is the first club to open up this special series, and Lowrider magazine would like to congratulate them and the organizations to come in following issues!
On that note, I might as well get involved a little with the car club thing while I'm at it. There are more than a thousand car clubs alive today. There are many that can't last six months. For every club that starts up, another breaks up. Only a few have survived to last over 30 years. The Dukes and Klique celebrate over 45 years of existence, while a few other clubs, like the Imperials, Pharaohs, and Groupe come in right behind. Presidents, treasurers, sergeant at arms, or even car committee officers can't keep members tuned in for the challenges and goals that car clubs set forth as standards. Leadership, along with strict bylaws, become what is needed for the above-mentioned car clubs to survive the up and down roller coaster rides that all clubs go through. The bigger the membership, the bigger the problems. Shotgun members get you nowhere either. Why can't they pull the same money out of their wallets to build a car like others who build theirs do? As time goes, real members see the shotguns as being wannabees, and so you have a hole or a gap sort of problem between guys who are real members. Die-hard members, and every club has a few, keep them alive because of their dedication to a cause that they believe in: Once they cross the line, they can never look back. Nice cars don't make a good member. It might let you join up, but your attitude keeps you on the roll call at meetings. Back in the early '80s designer jeans, a badass painter, and a good divorce lawyer were all it took to make a strong member and clubs. Some clubs become religions or cults because of the commitment and sacrifice members make toward it. For a car club to exist into decades all members who join must have the feeling of rebirth or a new life so that the club can continue and be strong. It takes chemistry too because not every member gets along with each other. Ask not what your car club can do for you, ask what you can do for your car club! Kennedy said something like that a long time ago. We all have responsibilities, dedications, and sacrifices to make once we join a club. You have to be born from it and you have to die for it because that's how you last! Plaques are like statues-they need to be handled with respect and reverence. Your club colors, jackets, T-shirts, and sweatshirts should always be sent to the cleaners. And like our American flag, your colors should never touch the floor. You are what the back window of your ride says you are. You are what that name on your back says. If you don't feel that way then join a truck club and build a donk! When you join a lowrider car club, don't just raise your hand to speak in front of a gathering and say, "I want to get in." To be in a lowrider car club is to do or die!
Until the next trip,
Joe RayEditor