The term “land yacht” might well have been coined for this last American convertible. Although the 1971 Eldorado was actually only 0.6 inches (15 mm) longer than the 1970 model, the wheelbase had been stretched 6.3 inches (160 mm), bringing overall length to 221.6 inches (5,629 mm). Curb weight was up about 75 pounds (34 kg), and an Eldorado ragtop now tipped the scales at a full two and a half tons (2,270 kg). After the addition of 5 mph (8 km/h) bumpers (in front for 1973, in back for 1974), the Eldorado grew to 224.1 inches (5,692 mm) and swelled to around 5,400 pounds (2,450 kg) at the curb.

Like its predecessor — and the contemporary Oldsmobile Toronado — the Cadillac Eldorado used front-wheel drive, but its configuration was quite a bit different than the pioneering BMC Mini. Whereas the Mini turned its engine sideways with the transaxle mounted in the sump, the Eldorado and Toronado used longitudinally mounted V8 engines. The torque converter of a highly modified Turbo Hydra-Matic automatic transmission was mounted on the back of the engine, as with a rear-drive car, but the gearbox itself was mounted next to the torque converter, driven by a chain. The gearbox output shaft pointed forward, sending power to a slim planetary differential and then via CV-jointed half-shafts to the front wheels. This unusual arrangement was remarkably compact, and it allowed the Eldo and Toronado to share many components with Cadillac and Oldsmobile’s rear-drive cars. (It also effectively eliminated torque steer; an impressive feat given the torquey V8 engines.)

The Eldorado’s front suspension was by torsion bars, while the rear was a beam axle on coil springs, located by trailing links; first-generation Eldos had used single leaf springs with both vertical and horizontal shock absorbers. Rear load-leveling air springs were now a standard feature.

While the spring rates and shocks on the original 1967 Eldorado had been firm by Cadillac standards, allowing fairly sporty handling, the second-generation car sacrificed that firmness for a smooth ride. Indeed, the 1971-1976 Cadillac Eldorado rode like a cloud on clean pavement but bobbed and rolled on rough surfaces and any hasty change of direction was marked by plowing and squealing tires. Stopping was not a strong point, either. Front disc brakes were standard, and for an extra $211 you could order Cadillac’s “Trackmaster” rear anti-lock braking system, but stopping distances were mediocre and the brakes faded badly even in normal driving. Four-wheel discs, added for 1976, helped somewhat, although the Track Master system was quietly dropped.

Under the long hood was an appropriately gargantuan engine: 8.2 liters (actually 8,194 cc), a full 500 cubic inches. Until quite recently, this held the distinction of being the biggest engine ever offered in a postwar production car.

When the 500 cu. in. version debuted in the 1970 Eldorado, it was rated at a whopping 400 horsepower (298 kW) and 550 lb-ft (745 N-m) of torque, although a drop in compression ratio for 1971 cut the big engine’s output to 365 hp (272 kW) and 535 lb-ft (725 N-m). Alas, these were SAE gross numbers and when Cadillac switched to the SAE net system the following year, the big engine’s rated power tumbled to 235 hp (175 kW) and 385 lb-ft (521 N-m), although it was actually unchanged.

Over the next few years, emissions controls would cut its output to a meager 190 hp (142 kW), absurd for such a large engine. Starting in 1975, buyers could — for a hefty $647 premium — order their Eldorado with Bendix fuel injection instead of a carburetor, boosting the big V8 to 215 hp (160 kW) and a whopping 400 lb-ft (542 N-m) of torque. Motor Trend‘s July 1975 test of a 1975 Cadillac Eldorado coupe with the 190-horsepower engine took 10.9 seconds to reach 60 mph (97 km/h), adequate but not impressive. As for gas mileage, a heavy right foot in traffic could easily drop it below 10 mpg (23.5 L/100 km), although a minor consolation was that the engine no longer required premium fuel.

Despite the thirst and a 1973 OPEC oil embargo that led to widespread gasoline shortages, Cadillac managed to move more than 40,000 Eldorados a year through most of the seventies, excellent for such an expensive car. The convertible almost never accounted for more than about a quarter of production, but when Cadillac announced that the 1976 convertible would be the last, sales surged, eventually reaching 14,000 units.

The last 2,000 1976 Eldorado convertibles built were marketed as limited editions, while the final 200 were special “Bicentennial Editions,” painted white with red and blue pin-striping. With all convertibles fast disappearing, there was a burst of speculator frenzy that briefly pushed selling prices well above the $12,000 MSRP.