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Automobiles say a great deal about us regardless of who we are. Whether president or proletariat, pope or parishioner, king or commoner, virtually all motorists are judged—at least in part—by the vehicles with which they associate themselves. In the days before satellite television, the vast majority of a nation’s citizens could only see their leaders in action during public events such as parades, processions, and motorcades. Because of the high profile nature of these activities, the automobiles in which the leaders rode became an important part of presenting themselves to the people. Realizing the importance of selecting the right vehicle for the right occasion, world leaders began to consider their transportation choices with great care.

Unlike private citizens throughout history, most world rulers have had access to material possessions regardless of how rare, expensive, or difficult they were to obtain. When the Sultan of Turkey, for example, read about an experimental electric car developed by inventor Magnus Volk in July 1888, he immediately ordered that one be delivered to him regardless of the cost. Since refusing the request of Royalty would have been unthinkable, the desired car was delivered in due course and the Sultan became the world’s first royal motorist. Since then, a bewildering array of automobiles has been used by the world’s leaders for official purposes such as parades and state visits, and private uses like shopping and drives in the country. Due in part to their acceptance by royalty, automobiles eventually became regarded as legitimate means of both sport and transport and an industry was born.

Any vehicle in which a President, Pope or potentate rides or owns is considered a head-of-state car. For ceremonial purposes, such as parades, troop inspections and official tours, national leaders are customarily chauffeured in large, open cars painted official colors. Whether by chance or design, the size and status of a ruler’s automobile during the early twentieth century almost always seemed to be related to the size and power of the state they ruled. His Imperial Majesty the German Emperor, for example, used a large and imposing Mercedes while the leaders of many smaller nations could be seen in specially bodied Austins or other less opulent vehicles. On less formal occasions and for their private use, heads of state had numerous options, although tradition and decorum tended to dictate that their choices be as dignified as possible. Yet, while monarchs and royalty have virtually anything available to them, most have gladly taken to the road in jeeps during wartime to bolster troop morale or drive economy cars in times of peace to promote industry.

POTENTATES

“Potentate” is a general term that denotes the monarch of a nation; one who rules over others. Depending upon the country and type of government, a potentate may be a czar, shah, maharaja, sultan, emir, emperor, or even a president. Their cars have ranged from stark to sumptuous. Many of the most lavish vehicles were used by leaders who wanted to give the impression that they ruled a successful nation, giving their country’s citizens a sense of pride. Other extravagant vehicles were used by those who sought primarily to indulge themselves and were unconcerned that their subjects might disapprove of their excesses.

As motor touring became common, Prince Heinrich of Prussia (brother of Kaiser Wilhelm II) engaged in motorsports, lending his name to the Prince Henry Vauxhall in 1910 and to the Prince Heinrich Austro-Daimler in 1911. While the British regarded motor racing as too dangerous for members of its royal family, rulers of other countries such as Prince Nicholas of Rumania (who raced a Duesenberg at Le Mans in 1935) and Prince B. Bira of Siam (who campaigned a British E.R.A. at a variety of venues) were not deterred from participating. Even modern descendents of royalty, such as Prince Leopold von Bayern of Germany who campaigns a BMW M-1, engage in motorsports.
Some of the most flamboyant cars of all time were ordered during the 1910s, 1920s and 1930s by some of the 278 Indian rajas and maharajas, each of who ruled an individual state. These leaders were given annual privy purses of up to 250,000 British pounds, which enabled them to buy dozens of cars at a time. Many of the cars were designed and equipped for no other reason than to exceed the splendor of those belonging to neighboring rulers. After the system collapsed and the last raja was named in 1970, many of these vehicles were left to languish in garages and a large number were discovered by collectors and sold out of the country. Today they are considered national treasures by the Indian government, and attempts to export them are met with severe penalties.
Most European leaders have adopted a nationalistic approach to selecting the cars they use for official purposes like General Charles de Gaulle of France who was driven in a Citroen and Benito Mussolini who enjoyed high speed driving on the Italian Autostradas in an Alfa-Romeo. Mussolini’s ally in Nazi Germany, Adolph Hitler, also enjoyed fast cars, although he never owned one personally and reportedly could not drive. Rulers of nations without a native automotive industry turned to prominent luxury car manufacturers from other countries to supply their vehicles. Such was the case with the King of Greece who used an Italian Isotta-Fraschini and Vladimir Lenin who, despite his commitment to overthrowing non-communist governments on behalf of the working class, had a British Rolls-Royce. And like other leaders of many Middle Eastern countries during the 1940s, 1950s and 1960s, the Sultan of Kuwait ordered a specially designed American Cadillac. Bodied by Derham of Rosemont, Pennsylvania, on an extended wheelbase chassis, the peach-pink convertible sedan was built in 1949. It brought about a flood of interest from other rulers in the region, most of whom were not concerned that the special coachwork and armoring could add up to $14,000 to the price of a car that cost only $3,500 new. Other examples of cars of potentates include the 1936 Lanchester straight-eight touring car built for His Highness the Maharajah Digvijaysinhji and the King of Morocco’s 1954 De Soto Adventurer II dream car, both of which are scheduled to be in the Petersen Automotive Museum exhibition.

GREAT BRITAIN

The first member of the British royal family to ride in a motorcar was the Prince of Wales and future King Edward VII in 1896, when he was driven by the Hon. Evelyn Ellis in a Daimler. Smitten by the idea of motoring, the style-setting King and his family ultimately acquired a number of automobiles, mostly Daimlers, stimulating the British motoring industry. Of the cars that have been associated with the British Royal family, the most memorable have been the large and stately chauffeur-driven limousines and landaulets. The majestic landaulet was especially favored because, when the top over the rear seat was lowered on formal occasions, the car could accommodate dignitaries wearing large hats while providing onlookers a good view of the occupants. It could also be quickly converted into a limousine when the top was raised.

During World War II, automobiles were used by the British royal family for field inspections, private and public ceremonies, and to visit hospitals to boost morale. As the conflict escalated in 1940, the King’s 1937 Daimler was retrofitted with a glass panel in the roof so that he could be easily seen, but stay somewhat protected. Following a brush with death during a bombing raid about one year later, his car was armored with a new bulletproof material developed by the British Air Ministry. After World War II, Royal parades, processions and ceremonies involving automobiles resumed, as did extended tours to overseas territories and protectorates. Though not armored, the vehicles specially constructed for these purposes could withstand almost any extreme condition including muddy or dusty roads, excessively high temperatures, and inclement weather.

PRESIDENTIAL

In keeping with the unpretentious nature of his new government, George Washington preferred transportation that was “plain and elegant” rather than “rich and elegant.” And like all United States Presidents through the early 1900s, he was expected to purchase his own horses and carriages. Although William McKinley and Theodore Roosevelt had ridden in automobiles, it was not until William H. Taft became Chief Executive in 1909 that the White House officially changed from horses to cars and began to supply official vehicles for use by the President. Using a $12,000 appropriation, the first White House chauffeur was given the job of identifying the most appropriate cars. Seeking the “best deals,” he purchased one White Steamer, two Pierce-Arrows, and a Baker Electric.

Like other Americans, Presidents have shown wide-ranging tastes in their choices of automobiles. When Taft left office in 1913, Woodrow Wilson used a Pierce-Arrow limousine and, realizing the importance of emergency preparedness, he ordered that all vehicles be available on three-minutes notice day or night for urgent government business. Warren Harding was the first President who knew how to drive a car before entering office and became the first President to ride to his inauguration in an automobile, which was a Packard Twin Six supplied by the Republican National Committee. Calvin Coolidge liked Pierce-Arrows and, when the need arose, replaced older cars with new ones, which were rented to save money. Herbert Hoover purchased a Cadillac V-16 for the official White House car.

Franklin Roosevelt preferred Fords, one of which was equipped with hand controls that allowed him to drive despite being partially disabled from polio. In 1933 an assassin attempted to shoot Roosevelt, but killed Chicago Mayor Anton Cermak instead. Such attacks awakened Presidential security personnel to the dangers of automobile travel and led to changes in how vehicles were designed and equipped. Because of the expense of new vehicles, a number of existing White House cars were sent back to the manufacturer for the installation of protective armor. One such car, a 1939 Lincoln convertible sedan known as the Sunshine Special, was sent to Ford in 1942 for restyling and armoring. It returned weighing 9,300 pounds thanks to thick armor plating and bulletproof glass.

Harry S. Truman used the Sunshine Special after Roosevelt’s death in 1945, at which time Ford Motor Company supplied the White House with 10 custom-built, heavily armored Lincoln Cosmopolitans: nine limousines and one parade phaeton. Because they were specially engineered adaptations of quantity-produced vehicles, these Cosmopolitans required a great deal of labor intensive, time-consuming handwork to transform them into something suitable for the President. Dwight D. Eisenhower, who rode to his inauguration in a then-new 1953 Cadillac Eldorado convertible, returned the Cosmopolitan phaeton to Ford in 1954 to be fitted with a special Plexiglas roof, so that he could see and be seen even in bad weather. John F. Kennedy also used this bubbletop Lincoln while Hess and Eisenhardt was constructing his new 1961 Lincoln Continental parade car, code named the X-100. Building upon experience, Kennedy’s new car was designed with removable roof panels that could be configured for a variety of purposes, a rear seat that could be raised more than 10 inches, retractable step plates for Secret Service, and a two-way radio and telephone. Delivered in early June, the gadget laden car was 41 inches longer than a standard Lincoln Continental convertible and was leased to the White House for a mere $500 per year.

After John F. Kennedy was assassinated in 1963, the X-100 was sent to Ford for an overhaul. When returned, the Continental weighed five tons, including 1,600 pounds of steel plating, bullet-deflecting glass, a non-removable top, a division window that separated the passenger compartment from the front seat (in accordance with the recommendation of the Warren Commission), and a new engine. Richard M. Nixon, who rode in Cadillacs as Vice President, continued to use them until his own special armored Lincoln was delivered. Ordered in 1970 and delivered in 1972, it had “suicide” rear doors like those of 1961 through 1969 Lincolns and was retrofitted with a hinged roof panel so he could stand during slow parades. Appropriately, Gerald Ford preferred Ford products and two additional Presidential Lincoln Continentals were added to the fleet during his administration.

MODERN PRESIDENTIAL

Modern Presidential road travel has changed drastically since World War II and the need for security has resulted in cars that allow for virtually no public contact. By the 1970s, convertible parade cars were phased out and opening sunroofs were eliminated during the 1980s. Large, heavy, tall, custom outfitted SUVs like the GMC Suburban have replaced Cadillacs and Lincolns on non-ceremonial occasions and even follow Air Force One as it taxis on the tarmac. Such cars may retain the outward appearance of a standard car, yet are mounted on custom-designed, specially engineered platforms. They are expensive to build, but auto manufacturers value the prestige associated with their use by high-profile political figures and usually lease such vehicles to the government for a token annual sum.

Now that stretched sedans, trucks, and SUVs are a common sight on American roads, Presidential limousines have lost much of their mystique. Motorcades continue to be used for ceremonial purposes although it takes an advance security team from seven to 10 days to secure the route. Because the President is most vulnerable when traveling by car, many short trips are no longer even made by car, but by helicopter.

POPES

One of the last heads of state to adopt the automobile was the Pope. Though cars had been available to the Pontiff as early as 1909, resistance was such that the first automobile was not used in an official Vatican ceremony until 1922. Bianchi, the manufacturer, was also the first firm appointed to be the official purveyor of motorcars to the Holy Father. In 1929 Italy officially acknowledged the sovereignty of the Vatican State and the Church ended the voluntary segregation that had confined the Pope to the Vatican for 59 years. Since the use of horses and horse-drawn carriages was abolished because of this Treaty, the Pope now needed a means to travel outside the boundaries of the Vatican and his loyal followers were eager to satisfy this need.

The first car given to a Pope was a 1929 Fiat 525, which was personally delivered to Pius XI by champion racing driver Felice Nazzaro. Other cars followed, including an Isotta-Fraschini (the “Rolls-Royce of Italy”), an American Graham (the car in which the Pope left the Vatican for the first time to end the Pontiff’s “voluntary reclusion”) and a Citroen Italiana, which had one of the most ornate interiors of its day. In 1930 the Vatican purchased a car (a Mercedes-Benz) for the first time, while two years later numerous Cadillacs and Buicks were acquired to serve the needs of other important citizens of the Vatican. Subsequent Popes bought, or were presented with, a variety of cars, many of which were American, including Cadillacs, Lincolns and Chryslers. In 1970, Pope Montini broke with tradition when he regularly began to travel in vehicles supplied by the governments of the countries that he visited.

During the reign of Pope Paul VI in the 1970s, the Vatican unexpectedly acquired a four-wheel drive Toyota Land Cruiser for the purpose of addressing a growing problem: visibility. It was painted a gleaming white to call attention to its important occupant and had an elevated platform that enabled the Pope to be easily seen over crowds of people. Other utility cars were similarly outfitted including a Mercedes-Benz, a Range Rover, and a Fiat Campagnola. Pope John Paul II was riding in the Fiat on May 13, 1981 when he was shot. In a display of strength and determination, the Pope returned to St. Peter’s Square where he had been attacked only weeks before to resume his Papal duties. The specially built Range Rover and an extended wheelbase Cadillac parade phaeton complete with throne chair will both be in the Presidents, Popes and Potentates exhibition, marking the first time that two Papal vehicles have been displayed together in a museum exhibition.

PRESERVING THE PAST

While horse-drawn carriages were (and continue to be) used for select official events such as coronations and formal funeral processions, automobiles have been used for virtually all other purposes, both public and private. Since one of the jobs of monarchs is to be seen, they normally select dignified luxury cars in order to bestow upon themselves—and their state—a sense of pride and success. On non-official outings, members of royal families often drive humble production cars like Fords, Austins or Peugeots since such cars are less conspicuous to assassins, aggressive tabloid photographers, and overly friendly admirers. Because of their high profile positions, members of royalty are frequently offered cars free of charge for their personal or public use. Now called “product placement,” such strategic lending is guaranteed to confer status upon the manufacturer by virtue of their association with royalty.

While a small number of royal families have large garages that contain virtually all of the vehicles that have been specially built for them over time, most governments occasionally sell such cars. When it came time to dispose of a vehicle, the royal colors and armorial bearings have normally been removed and the vehicles re-registered with new license plate numbers. But despite the efforts of those who wish to disguise the heritage of a vehicle, a large number of enthusiastic collectors are determined to bring to light their true identity and rescue them from a fate not in keeping with their glorious past.

Leslie Kendall, Curator

Presidents, Popes, and Potentates: Cars of the Heads of State
will be on view from June 18, 2005 through January 22, 2006.