1991 Cadillac Brougham d’Elegance: Cadillac, Cadillac, Cadillac Style!
Full disclosure: I love these cars. This basic body style first appeared in Autumn 1976 as a ’77 model, and the was given a more aerodynamic restyling in 1980, though the basic size and shape remained. That ’80 body lasted all the way to 1992, with only minor exterior and interior trim and styling changes. But my favorite is the facelifted 1990-92 models. And it takes me back to when Cadillac just made cars: sedans, coupes and the Allante convertible. Nary a 4×4 or crossover to be seen!
It was a better time. I loved Cadillac back then. Lincoln too. It goes back to early childhood and my Grandpa Bob’s 1977 Continental Mark V. Big, bold, with hidden headlights, opera windows, and swank interiors. Oh sure, I loved the Porsche 911s and Lamborghini Countaches of the time, too, but my heart was with domestic luxury cars, even at 11.
A big plus at that time (circa 1991-92) was that the father of one of my best friends, Cameron Saunders, was a salesman at Horst-Zimmerman Cadillac-Pontiac-Honda in downtown Rock Island. Cameron brought the big, plush 1991 and 1992 Cadillac brochures to school, which I hid in my desk and ogled during lunch and at recess. No, really.
It actually got to the point that the teacher took them away! I was heartbroken. By golly, what’s wrong with looking at fine luxury cars? And why confiscate such treasures from a car-obsessed kid, dang! But such is life—and childhood.
Fun fact: years later, after I got my driver’s license, I went back and talked to the principal, who was a neighbor of ours, to see if possibly they were still in a closet or drawer somewhere. Of course they were long gone, but a short time later I was able to replace them with a little help from eBay. As you can imagine, my brochure collection has grown substantially since then, but I’ve digressed enough already!
While the same essential car existed from 1980 through 1992, what it was called depended on the year. In 1980, it was the Fleetwood Brougham (and associated tonier Brougham d’Elegance, which included what I like to call the “lawyer’s office” interior in all its button-tufted glory). It would remain the same through the 1986 model year.
Starting in 1987, however, it became simply the Brougham. This was due to confusion which began in 1985 with the new front-wheel drive C-body de Villes and Fleetwoods. Yes, in 1985 there were two Fleetwoods. The smaller, yet still luxurious front-wheel drive Fleetwood, and the 1980-vintage Fleetwood Brougham.
For several years it was uncertain if the new front-drive car would replace the more established model, but since the rear-wheel drive Caddy kept selling, GM kept building it. Thus, starting in ’87, the RWD car was the Brougham and the FWD car was the Fleetwood.
Fun fact: the 1987 Brougham got a “new” grille, but it was actually the former grille first seen on 1981 Coupe de Villes, Sedan de Villes and Fleetwood Broughams. The ’88 was virtually the same, but in 1989 another “new” grille was featured—this time the former ’82-’86 grille. You might say GM was a pioneer in recycling. Personally, I think it’s a clever use of already-paid-for tooling.
But in 1990, the need for a more elaborate refresh was apparent. In addition to yet another new grille, Cadillac added flush “Euro” style headlights, new taillights, a revised instrument panel, and new side cladding adorning the flanks. As before, it was available in Brougham and Brougham d’Elegance versions, with all cars wearing ample chrome and a padded vinyl roof.
Despite my having at least 16-18 Cadillac books, I have to admit I was a little bit stymied in beginning this article—not one of my points of reference had production or price figures on anything after 1990.
Fortunately, my friend Dave Smith delivered in spades, as he has all sorts of dealer-only publications from back then. A ’91 Brougham based at $30,225, the d’Elegance with cloth was $32,027, and the d’Elegance with cloth was $32,597.
Dave and my other friend, Jeremy Shiffer, knowledgeable resources both, were able to confirm confirmed that 26,439 Broughams were made in ’91. Of that total, 8,812 had the d’Elegance package.
Our featured car was owned by my friend Anthony Gozzo at the time I began compiling information for its writeup, although it was for sale. Anthony has a tidy business selling classic 1970s-2000s Cadillacs and Lincolns, and he found this car—with a remarkable 21,000 original miles—in LaSalle, Illinois. Of course he has several nice Caddys and Lincolns in his personal collection as well.
As he related, this car “sold new at Lambert Jones Olds-Cadillac in LaSalle, Illinois. It was a spectacular example. The 5.0 may hold it back a bit, but unfortunately they aren’t as easy to come across in this condition or with a 5.7. Sort of at the point where even the underdogs are just as appreciated since they’re so hard to find.” And a bit later he told me it was sold and going to a happy new home in California.
These cars are appreciating, too. Valuation isn’t really my bailiwick, but Anthony had this listed at $31,995 and it sold in less than 48 hours. But to his and the car’s credit, it is a remarkably well-preserved version by any standard. And I personally loved the white with dark blue interior.
My friend Jayson Coombes and I have often discussed how while years ago we would have wanted leather, now the velour (or Prima Vera cloth, as Cadillac called it) is more appealing to us. It just looks so comfortable.
These were the last Cadillacs with all the cool little styling touches too, like the miniature wreath and crests on the front seat side shields, the wire wheel covers, and the ample woodgrain trim inside.
For facts-and-figures folks, additional options included the Gold Ornamentation Package ($395), genuine wire wheels ($1000), power Astroroof ($1355) and Firemist paint ($190 for the upper body, $50 for the lower accent moldings/cladding).
Sure, the more aerodynamic 1993 Fleetwood and Fleetwood Brougham, which retained this car’s chassis, was classy and sharp too, but a lot of those little chrome details and gingerbread were no longer present. And a bit of that old Cadillac swank and swagger was lost, never to return.
But don’t despair! For those seeking classic American luxury, there are still Broughams out there, looking for happy new homes, to whisk their owners to supper clubs for surf and turf and gin and tonics! Anthony is but one purveyor of these classic chariots. If you’re so inclined, seek them out. And until next time, Brougham on. And always tip your bartender.
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Nice car. Never liked that velour upholstery though, and would much rather have leather. That darn velour grabs the pants and twists them around as one slides into the car and tries to get comfortable. Annoying as heck.
I owned one of these about two decades ago. I found the ride so soft the car was difficult to control even in a straight line. And the way the car gently oscillated in all directions, even front to back, when it went over the slightest imperfection in the pavement was borderline nauseating. Definitely not a daily driver in my book.
“Fast Eddie” Felson drove one of these in The Color of Money. Great movie and great car to match the character’s persona.
I guess I’ll be the one to bring rain to the 1980s Cadillac parade. As a former Cadillac-loving kid myself (from the 1960s, however) and growing up in a household where my parents owned at least one new Cadillac at all times…these ’80s models were nowhere close to being the machines their 1960s forbears were.
I speak from an “industry perspective” too. I was a car magazine road test driver and writer for all of my adult life. I used to wait with eagerness for the next Cadillac press event, where we would drive the next-year cars at GM’s proving grounds. And, each year throughout the 1980s, I became more and more disappointed each time.
The first big improvement in Cadillacs (IMO) was the ’93 Seville/Eldo with the Northstar. Even though that engine turned out to be a horrible long-term-reliable design, it was far better than the 4.1 V8 that felt like it had about 70 hp and 71 lbs/ft of torque.
Still, through all that, my parents continued to be Cadillacs loyalists. My mom loved her ’83 Seville (I liked the posh all black leather interior, but it was SLOW accelerating with that miserable 4.1.) Then, they traded that for the ’87 Brougham with the Olds 5.0. I tried to convince them that they were buying a ten year old car design, with an Olds carbureted engine that couldn’t get out of its own way…but to no avail.
I got the last chuckle, however, when they picked it up at the dealer, brand new, and while pulling out of the driveway, the interior rearview mirror popped off.
BTW: All this time, as I was daily driving and testing just above every new car sold in the USA, I would bring the latest from MB, BMW and Audi to my folks’ house a few times a month to let them see and drive what I believed was the best in luxury cars. My mom did enjoy the power of the V12 Benz, and Dad liked the Audi 5000 Turbo, but it was a no-sale to them.
Finally, in late 1989, when I’d just gotten back from the press intro of the very first Lexus LS400, I drove one of those to their house. While they were not impressed with the “plain looking” interior “with no bench seat!” one drive convinced them of the power and quiet and luxury of the engineering. Within a week of the LS400 going on sale, I drove them to the Lexus dealer and ordered a nicely loaded LS400.
That day, my dad insisted on taking their Brougham in “to see what they’ll give us on a trade in.” He hated car dealers, and both of us knew of all the used car sales techniques, but Dad felt that because the Brougham was one-owner, meticulously cared-for car with less than 10,000 miles, it ought to be worth at least $20,000. He nearly choked the used car manager who said “no one wants those old things. I’ll be generous and give you $7,000 for it.”
He and I both said that we’ll sell it ourselves, and I was able to find a satisfied buyer at $18,000. For a car that just two years previous sold for nearly $35,000. So much for the “legendary Cadillac resale value” that my folks had enjoyed since their first one in 1961.
There’s some famous maxim about the effects of quality outlasting the sting of price, and it was true with their LS400. At the first service, my mom was so bowled-over by the dealer’s personal care concierge treatment, that she told the service manager “Now, that’s Cadillac service!”
I promptly relayed that message to the folks at Toyota and Lexus corporate that I knew, and one of the execs sent my folks a letter with an engraved Lexus pen/pencil set as thanks.
They kept that LS400 for 20 years. The longest they’d ever owned any car, and it still ran perfectly when I sold it, not long after my parents’ passings.
Sorry for the long-winded story, but that’s what happened, and how Cadillac lost the loyalty of a family of its former dyed-in-the-wool supporters. I’m sure there are thousands of other stories very similar to mine.
I’m still a vintage Cadillac lover…and collector. I’ve owned a 1961 Series 62 coupe (displayed at the Petersen Museum), two ’64 Eldorados, a ’64 Sedan de Ville, a ’67 Eldorado, ’67 Fleetwood Brougham, and a ’70 Eldorado. All low mile survivor or concours-restored cars.
In my opinion, the last “best Cadillacs” were the 1968s. The ’69s and ’70s were heavily decontented and cheapened, both exterior and interior. (Compare those dashboards to the ’67s and earlier.)
I do like the 1971-72s (my folks had a ’71 SdV that I learned to drive in) but the lower-compression 472 just didn’t have the same enthusiastic oomph that the earlier ones did. (My ’67 and ’70s Eldos would lay rubber for a city block.) I broke the motor mounts and the u-joints in that SdV trying to get it to peel out, in the high school parking lot, the one day Mom let me drive it to school because my car wouldn’t start.
Cadillac has improved greatly in the past ten+ years, and kudos to them for building the Blackwing and the various V-series vehicles. The SUV in my garage today is a new Escalade Sport Platinum with the Callaway 602 hp supercharged package. I wonder if my parents would like it as much as I do. It peels out pretty great, in 2WD.
I STARTED WITH A 1951 62 MODEL SEDAN. I HAD AT LEAST 7 MABY 8 TO THIS DAY I OWN 1990 BROUGHAM TRIPLE BLACK. I’M 87 I LOVE IT