Boomers Loved Candy Apples

It’s Halloween time once again and you know what that means: pumpkin spice everything has co-opted the season. This year, it seems like the pumpkin spice products emerged around Labor Day. It wasn’t always that way, of course. In boomer years, the fall-leading-into-Halloween time was marked by the annual appearance of caramel and candy apples. In fact, for some people, candy apples were the go-to choice for giving Halloween trick-or-treaters. However, Mister Boomer did not appreciate this offering that added weight to his pillow case of treats. He was not a fan of the hard-shelled sugar candy coating, but the color and sheen — that was another story.

Candy apples were first made by Newark, New Jersey candymaker William Kolb in 1908. He was looking for a way to showcase his red cinnamon candy, and experimented with dipping apples in it. Displayed in his shop window, the shiny red apples with a stick in each one drew in customers, eager to try his new concoction. They were a big hit! The idea spread quickly to local and regional fairs, but early in the twentieth century, they became a popular giveaway treat for Halloween.

After the War, the Baby Boom began. Optimism was high in the country, and national mood was expressed by a series of heavily saturated colors. One of those colors was a rendition of that shiny red, inspired by candy apples. By the 1950s, a candy red could color could be seen on women’s handbags, footwear, jewelry and accessories, as well as home appliances.

It wasn’t long before the West Coast custom car culture experimented with methods of reproducing the color and shine that was pulsing through the consumer market. Mel Pinoli, of Pinoli’s Body & Paint Shop in California, is credited with creating the first candy paint color for cars — but it wasn’t red, it was green!

A couple of years later, around 1956, car customizer Joe Bailon built on Pinoli’s process in an attempt to create the color he saw on a set of Ludwig drums. Bailon’s method applied a metallic coat of paint (silver or gold) to the car, followed by a translucent dye layer, which was then covered with a clear lacquer. Sanding and polishing brought out the blends of each layer with a shine that mimicked Kolb’s original red cinnamon candy apple. Mr. Bailon called the resulting color, candy apple red. Voila! he painted the first car a candy apple red!

Mister Boomer remembers being wowed by the visual depth and beauty of a candy apple red finish on custom cars he saw in car shows and occasionally, in neighborhood parking lots.

In 1963, Fender guitars offered a candy apple red option for their iconic Stratocaster model for the added price of $15. The company offered the color only until 1974.

What about caramel apples? Not to be confused with candy apples, caramel apples are what the name says: an apple with a stick in it dipped in melted caramel, often rolled in crushed walnuts. Unlike its candy apple cousin, caramel apples were a true boomer-era invention, arriving in 1948. Mister B recalls Kraft caramels having as recipe for caramel apples printed on the back of the bag.

Mister Boomer much preferred the caramel apple variety, but not for Halloween. No way. To him, that was as bad as receiving a popcorn ball, or a plain apple! Nonetheless, Mister B concedes that somebody somewhere used to enjoy getting caramel or candy apples for Halloween, back in a time when homemade treats were an acceptable part of trick-or-treating.

How about you, boomers? Candy or caramel apple fan? Loved or hated the color?

Boomers and Cars in 1971

It’s hard to believe 1971 was fifty years ago, but time is marching on. Mister Boomer remembers 1971 in many ways, one being the first year he purchased his own car. As is our customary mode of operations, let’s explore what was happening fifty years ago in the auto industry and see what effect that had on growing baby boomers.

By 1971, roughly half of the Boomer Generation was of driving age, approximately 38 million people. In Mister Boomer’s experience, the first car boomers called their own was either a hand-me-down from their parents, or a used car purchase. The Baby Boom had changed the auto industry in many ways, not the least of which was accommodating growing families. Large, “family-sized” four-door vehicles led the lists of best-selling cars for decades. In 1971, the best-selling car of the year was the Chevy Impala; it had been the number one seller, with few exceptions, since the end of the war.

The 1970s ushered in an era of pollution awareness, which seriously affected the auto industry. Sales of muscle cars, introduced in the mid-60’s and popular with early-year boomers, waned as fuel prices started to rise and environmental concerns over smog grew.

Another influence on U.S. auto manufacturers was the influx of foreign cars into the U.S. After hardly being more than a blip in terms of marketshare through the 1950s, foreign car companies made inroads into the U.S. market, most notably, Volkswagen, Toyota and Datsun. In an attempt to regain some lost marketshare, U.S. manufacturers introduced more fuel-efficient cars and compact options, the forte of foreign models.

To cut costs in a shifting market, U.S. car design didn’t change much in 1971, if at all, from those of 1970. However, with specific model sales plummeting and a new emphasis on sunroofs, both AMC and Chrysler stopped selling convertibles in 1971.

American insurance companies began lobbying in earnest for impact-resistant bumpers in 1970. A year later, regulations were enacted requiring, by 1973, that back bumpers would absorb an impact of 2.5 mph without damage to lights or latches, and front bumpers were required to take on a 5 mph impact without damage to lights. Standards and the entire approach to car bumpers has changed since then.

1971 was an interim year in many ways. The writing was on the wall that consumers valued safety, and were willing to pay the hundred or so dollars that these features added to the price of a new car. California, the most populous state, and known for its Los Angeles smog, led the way on restricting car emissions. This prompted manufacturers to meet California standards for cars sold across the U.S. Ironically, this very principle, that a state could regulate the emission standards of automobiles, is a political football even today.

The emphasis on emissions and smog control was the harbinger of 1970s regulations. The Oil Embargo of 1973 clearly illustrated the need for more fuel efficiency and less dependence on foreign oil. Coupled with the Clean Air Act of 1970, which created the Environmental Protection Agency, standards for emissions were set that car companies would have to meet within a few years. Thus 1971 saw efforts to move consumers toward their fuel-efficient models. Catalytic converters were added to production vehicles in 1973 as a further method of controlling car emissions.

Fifty years ago, in the Mister Boomer household, Ford was the car of choice. With the exception of a 1956 Chevy, Mr. B’s father bought Fords throughout his boomer years. In 1971, the family car was a 1970 Ford Galaxie 500. Mister B remembers it as a behemoth, not only in appearance but the way it drove. It was a two-door model, but the doors were longer and heavier than previous cars the family had owned. That year, Mister B’s father told him about a car a co-worker was selling and the two hopped in the behemoth to take a look. Mister B bought his first car, a 1964 Plymouth with push-button automatic transmission, for $200. Mister Boomer was environmentally conscious by then, having participated in local demonstrations on the first Earth Day in 1970. However, when it came to his car in 1971, affordable transportation to his college classes took precedence over emissions concerns. Nonetheless, he was happy to have a practical and reliable car that was not a parental hand-me-down.

What were you driving in 1971, boomers?