SAHJournal

ISSUE 262 MAY / JUNE 2013 $5.00 US Contents Dates SAHJournal SOCIETY OF AUTOMOTIVE HISTORIANS Placards ISSUE 262 MAY / JUNE 2013

3 BILLBOARD 4 THE SHORT HAPPY LIFE OF THE CYCLECARS

Officers 9 THE AUSTRALIAN MOTORLIFE MUSEUM J. Douglas Leighton President John Heitmann Vice President 10 BOOK REVIEWS Robert R. Ebert Secretary Patrick D. Bisson Treasurer 15 POWER STEERING THE MAN WHO MADE IT HAPPEN Board of Directors Susan S. Davis (ex-officio) ∆ Andrew Beckman † Past Issues: can be Bob Casey † viewed in the member Judith E. Endelman ∆ section of the SAH Thomas S. Jakups † website, see: Paul N. Lashbrook ∆ Stanton A. Lyman ∆ autohistory.org. John A. Marino # Mark Patrick # October 11: SAH Annual Awards Presentation & Banquet, Hershey, Pennsylvania. James K. Wagner # Terms through October (∆) 2013, (#) 2014, and (†) 2015 October 31: paper proposal deadline for the Tenth Biennial Automotive Histo- ry Conference. Proposals should be submitted by email to Arthur W. Jones, Conference Editor Rubén L. Verdés Chair, [email protected]. 7491 N. Federal Hwy., Ste C5337 April 10-14, 2014: Boca Raton, FL 33487-1625 USA the Tenth Biennial Automotive History Conference at the [email protected] Vail Automotive Innovation Facility, Palo Alto, California. [email protected] tel: +1.561.866.5010

Publications Committee Thomas S. Jakups, Chair Pat Chappell Christopher G. Foster Donald J. Keefe Allan Meyer Mark Patrick Rubén L. Verdés Steve Wilson

SAH Journal (ISSN 1057–1973) is published six times a year by The Society of Automotive Historians, Inc. Subscription is by membership in the Society. Cover: engine detail of the above 1899 Orient Autogo Quadricycle, one of three known to survive, pictured here at The Elegance at Hershey. Our main feature Membership dues are $40 per year. in this issue covers cyclecars... a “big cousin” of the quadricycle. Dues and changes of address go to: Society of Automotive Historians, Inc. Back Cover: 1938 8C-2900B Spider, just a few yards away from the c/o Cornerstone Registration Ltd. 1899 Orient on the field at The Elegance, but miles apart in engineering. In the P.O. Box 1715 last issue of the SAH Journal we reviewed The Stewardship of Historically Im- Maple Grove, MN 55311-6715 USA portant Automobiles, and almost on cue, this unrestored Alfa Romeo won best ©2013 of show at The Elegance; perhaps the first time an unrestored has taken the The Society of Automotive Historians, Inc. top award at a major concours d’elegance. Going forward; unrestored will www.autohistory.org make us ponder “historically important” or just “finest original.” Join, renew and more right on-line! 2 SAH Journal • May / June 2013 BBillboardillboard Offered: by Thomas Saal: wanting to take on the task. I don’t have the Wanted: CAR BOOKS. Send an Cleveland In The Gilded Age, A Stroll Down time or inclination to write the story myself, email to receive a “Title Priced Want List” Millionaires’ Row but I’ll be glad to lend my copy to the fi rst from Warth Motor Book Buyer. By Dan Ruminski and Alan Dutka SAH member who shows an interest. Contact: Tom Warth, +1.612.801.5335 History Press, Charleston, SC Chapter 1 explains the title, the email: [email protected] 156 pages softbound, $19.99 author(s) citing the New York Tribune which ISBN: 9781609498788 published a list of America’s 68 wealthiest Wanted: Contributors for the SAH individuals on February 11, 1892, 53 of Journal. The editor greatly appreciates whom lived on Cleveland’s Euclid Avenue, those that have stepped forward, but we known at the time as Millionaires’ Row. need more, now is the time to engage! Please Chapter 2 is titled John D. Rockefeller: The contact your editor directly. Thank you! Paradox of Profi t, Chapter 3 is The Mansions of Wickliffe, Chapter 4 is Francis Drury: Wanted: A new edition of the Dalton Oil Stoves and Thespians, and Chapter 5 Watson book, Rolls-Royce in America by traces the careers of every participant in the John W. de Campi is being prepared. The early history of the White family’s various book will be faithful to the original, but industrial endeavors, starting with Thomas with extensive changes to the tables and Howard White and Rollin Charles White much additional material, including lists who, oddly enough, shared no blood rela- of cars with fi rst delivery to America and tionship, and continues with the four sons an update on Rolls-Royce US models and of Thomas H., namely Rollin H., Windsor history since the original publication in T., Walter C. and Clarence G. White. 1975. The aim is to cover the subject as Before quitting automobiles in favor of exhaustively and inclusively as possible. If trucks and buses after WWI, White steam you have material (photographic/printed), cars had the distinction of being favored by information (sources/contacts) relevant Presidents Theodore Roosevelt and William to the history of Rolls-Royce in America, Howard Taft. Although not included in the please contact your editor. Thank you! book, I believe vestiges of White Motors are still in business if you consider the truck and For Sale: Automotive Climate Control lthough not specifi cally automotive, tractor derivatives being built by companies 116 Years of Progress. A comprehensive his- Athis slim volume may be of interest to that purchased various holdings after 1964 tory of automotive HVAC systems. Paper SAH members because of the last of its fi ve when the company was White Consolidated bound, 524 pages, more than 600 images, chapters, titled “The White Family, Sewing Industries. time span 1897 to 2013. Available at all on Machines, Trucks and Polo Matches.” I say Thomas F. Saal line booksellers $43.50 for printed version. this because the defi nitive history of the 5901 West Breezeway Drive CD available exclusively from author $12.00 company has yet to be written, and this book North Ridgeville, OH 44039 free shipping. Contact: Gene D. Dickirson, might be a good starting place for anyone Tel. +1.440.327.7611 [email protected].

Save the Date: The Society of Au- tomotive Historians is holding its Annual Meeting of Members & Gala Awards Ban- quet on Friday, October 11th at the Hershey Country Club. Deadline for banquet reser- vations is September 30th. For details, visit the website: autohistory.org. Our tent will be in the Orange Field at Hershey (OBB 17-19).

Save the Date: The Society of Au- tomotive Historians in Britain is holding its Autumn Seminar and AGM on Sunday, October 20th at the Hunt House (RREC HQ) in Paulerspury. Their dinner has been arranged for Saturday the 19th at the Best Western Hotel in Buckinghamshire. For details and contact information, visit their website: autohistory.org.uk. SAH Journal • May / June 2013 3 single cylinder, 3.5 horsepower engine or 10 horsepower V-twin. An enormously long belt transferred power to the rear wheels. Despite

conceptcarz.com its odd appearance, the Bédélia marque ex- isted until 1925, thus outliving just about all the other cyclecars that came along in its wake. On the other side of the English channel in much the same time frame, Henry Freder- ick Stanley Morgan was hard at work in the workshops of Malvern College, Worchester, developing a single-seat, three-wheeled vehicle for his own personal use. Once com- pleted, he decided that it had commercial possibilities but in a two-seat confi guration, and proceeded to patent his design. Then, with the fi nancial help of his clergyman 1914 Trumbull Cyclecar father, he formed the Morgan Motor Co. Ltd. The Morgan was a well-built vehicle featuring an air-cooled V-twin engine, inde- TTHEHE SSHORTHORT HHAPPYAPPY LLIFEIFE pendent front suspension, side-by-side seat- OOFF THETHE CCYCLECARSYCLECARS ing, and a two-speed chain drive. Whether the Morgan should have been classifi ed as he years 1910-1915 saw a new phenom- $365 and $400, well below the $525 cost of a cyclecar because of its three-wheel set up Tenon fl are across the automotive scene a 1913 two-passenger Model T runabout. had been disputed then grudgingly accepted like a blazing comet—the cyclecar, a small The cyclecar phenomenon was born in many quarters during the cyclecar years. lightweight vehicle priced for the masses. in France and England several years before Morgan’s decision to retain the three-wheel It gave rise to such exciting promise that it reached the United States. The year was set up was commercially advantageous since droves of new companies sprang up during 1910 and oddly enough three different the government considered it to be a motor- the fad’s few years of existence, lured by the groups, working independently of each cycle, thus exempting it from automobile cyclecar’s low manufacturing costs and easy other, fi nally were satisfi ed with the proto- taxes. The company continues to build a entry into the automotive market. In fact, types which they had been developing for continually evolving three-wheeler today. it seemed as if anyone could start a cyclecar a vehicle to avoid the taxes being levied in Hard on the heels of the Morgan came company since most did not anticipate high France and England on standard motor cars, the third member of the three European volume production at the early stages which and formed companies to produce them. cyclecar pioneers—the G.N. The G.N. was meant there was no need to invest in high The result was a two-passenger vehicle that the brainchild of two fi rst-year mechanical cost production machinery, build a large was neither motorcycle nor conventional engineering students—Archibald factory, add a huge staff nor accumulate and automobile—one that fi lled a gap that ex- Nash and H.R. Godfrey who also kept tin- warehouse a mass of expensive materials. isted between the two. In France, the answer kering with the development of a motor car How does one describe a cyclecar? was the Bédélia; in England it was the G.N. for their personal use. Working in a stable Very simply, it was a two-seat caricature of and the Morgan. Which came fi rst has yet behind Nash’s mother’s house and with a standard passenger car, lean on amenities, to be resolved although most historians lean her fi nancial help, they fi nally completed a low on price, and its advertised miles per toward the Bédélia. In any event, the story satisfactory prototype in December 1909. gallon numbers were unmatched by most how each of the three combined to create When a photo of it appeared in The Mo- conventional automobiles. More precisely, the cyclecar craze is worth the telling. torcycle magazine it brought rave responses, it was a cross between a motorcycle and a When the Bédélia fi rst reached the pub- convincing the two young men to take it small car. Its body confi guration and skinny lic, it turned heads wherever it appeared. It to production under the name G.N. (and tread were its most distinguishing features, looked like a wooden coffi n on wheels with incorporated as G.N. Ltd.), which were the the bodies being either tandem seating (one the driver and passenger seated in tandem, initials of their last names. It proved to be passenger seated directly behind the driver) the driver being on a raised seat in the rear a well conceived vehicle with side-by-side or side-by-side seating. An air cooled V-twin position. Its creators were Robert Bourbeau seating and weighing only 397 pounds. It engine usually powered the tandem models; and Henri Devaux, both only 18 years of featured a version of a V-twin engine a four-cylinder engine, the side-by-sides. age. Their goal was to construct a prototype and belt drive to the rear wheels. An early Shaft drive was a rarity; most were equipped under 350 kg (772 lbs.) that would qualify G.N. was said to be capable of reaching a with friction transmission and either belt or for a reduced vehicle tax. They completed speed of 60 mph. chain drive. The typical tread of a cyclecar their prototype in 1910 with fi nancial help Attracted by the attention the Morgan was 36 inches, which was its most iden- from their parents, and then went on to and G.N. were receiving, other small two- tifi able characteristic as well as its selling form Bourbeau et Devaux, Paris. Techni- passenger cyclecars began to appear like the price—ranging in the United States between cally speaking, the Bédélia came with a Eric, the Girling, the GWK, the Premier 4 SAH Journal • May / June 2013 Cycle Co. Ltd., and the Rollo. The growing interest in these small vehicles soon attracted the attention of the Auto-Cycle Union which saw in them a means of attracting new mem- bers. In fact it was one of the union’s own commons.wikimedia.org people, Colonel Lindsay Lloyd, also clerk of the Brooklands race course, who invented the name “cyclecar” when referring to them. The term immediately fell into general us- age. By 1911 fourteen new cyclecar fi rms had come into existence in England and four in France. Moreover a number of cyclecars were featured in the widely pub- licized Cycle and Motor Cycle Show at the Olympia. As the cyclecar began to increase in popularity, the Auto-Cycle Union appealed to the Federation Internationale des Clubs Motocyclists, which was the ruling body for motorcycle motor sport in Europe, to rule on a defi nition for the cyclecar. The Federa- tion responded by specifying that cyclecars be classed in either Group 1: Large Class for those with a maximum weight of 772 gallica.bnf.fr Above and left: Bédélia cyclecar. pounds and engine capacity of 1,100 cc or Group 2: those with a minimum weight of christened it the “Do-Do,” the pet name 330 pounds to a maximum weight of 660 of his young daughter Dorothy, and soon pounds, and a maximum engine capacity of was seen driving it on the streets of Detroit. 750 cc. What Probst came up with was a two- The European cyclecar boom peaked passenger vehicle with tandem seating on in 1913 when 33 new English fi rms and a 100-inch wheelbase but with a standard three new French fi rms entered the market. 56-inch tread which Probst intended to Fueling this burst of interest was the widely Smaller outfi ts, many literally working out reduce to 38 inches. Its power source was an advertised fi rst Cyclecar Grand Prix held on of their backyard workshops, collapsed when air-cooled 9 horsepower V-twin engine with July 13, 1913 on the Grand Prix course in their owners and hired help went off to war. front wheel drive. Attracted by the novelty of Amiens. It covered a distance of 163 miles Oddly enough, the few companies that did the Do-Do’s appearance, a reporter from the or fi fteen times around a triangular shaped survive the war years included the original Detroit Free Press tracked Dunk down for an track of 10.9 miles. One of the four Morgan three: the Bédélia and the G.N., both of interview during which the owner admitted cars entered in a fi eld of 38 led the way with which existed until 1925, and the Morgan, that he indeed was fi nancing its design and a time of three hours and fi fty-three minutes still being produced today after countless furthermore, thought it could be built for or an average speed of 43 mph. Finishing redesigns over the years. $255! second, three minutes behind the Morgan News of the early excitement over the Announcement of such a low price for was a Bédélia which the judges later declared cyclecar on the Continent prior to the war an automobile resonated across the county the winner after they huddled and disquali- was slow to reach the United States. Probably once the Detroit Free Press article was pub- fi ed the Morgan because it had three wheels one of the fi rst to show any interest was the lished. Within weeks Dunk was inundated which they claimed eliminated it from the Auto Parts Manufacturing Company owned by mail enquiring when the Do-Do would cyclecar class. Regardless, both Morgan and by Alfred Owen Dunk who prospered from be available for purchase, many including Bédélia continued to advertise that one of buying up defunct early auto companies to money as a down payment for when the their cars was the actual winner. provide the owners of their cars with a source vehicle would reach the market. Another What might have materialized into a for replacement parts. One of Dunk’s young Do-Do, alas, never appeared. Perhaps Dunk growing cyclecar boom in Europe never engineers, Karl Probst, sailed to France in could never acquire the necessary funds to occurred, thanks to the murder of Arch- 1911 to learn what he could about the new begin production. In early 1913 he turned duke Franz Ferdinand of Austria, which cyclecar fad that was making the news. He over the rights to the Do-Do to Probst who precipitated World War I. Of the over 100 returned home late that summer excited then allied himself with another gentleman cyclecar companies that had sprung into about what he had seen and convinced Dunk named A.R. Miller, an importer of ball existence to that point, only about eleven to support his effort to create a prototype bearings, to seek out the necessary capital survived the war years. Once the war began, of a cyclecar of his own design for possible to begin building the Do-Do for sale. They the more established companies immediately production. By the beginning of summer, ultimately failed and the Do-Do faded out switched their production to the war effort. 1912, the prototype was completed. Dunk of the scene. Probst, however, did not. He SAH Journal • May / June 2013 5 eventually found himself in the employ of most well known cyclecars ever produced seating type cycler with a 36-inch tread and the American Bantam Car Company for in the U. S. The long, skinny Imp featured 102-inch wheelbase except that it carried whom he helped design the original “” tandem seating, a 36-inch tread, a 100-inch a four-cylinder water cooled engine rated of World War II fame. wheelbase, and weighed only 600 pounds. at 12 horsepower. The company made a The fi rst to successfully produce and An air cooled 15 horsepower V-twin engine fetish of advertising the Woods Mobilette as market a U. S. cyclecar may well have been provided power to the rear wheels through “America’s First Cyclecar” and that it could the Manistee Auto Co., formed in March a friction transmission and v-belt. At $375, “pass through any ordinary door, into hall, 1912, when it introduced the Autoette. the Imp was an attractive $150 less in cost basement, or store.” A pattern of continu- With a wheelbase of only 72 inches, this than a two-passenger Model T. ous improvements to the vehicle and a price two-passenger side-by-side was the short- To prove that the Imp was not a cheap that never wavered from $380 may have est ever of the breed. It carried a tiny imitation of a standard vehicle, one was contributed to the company remaining in one-cylinder 4.9 horsepower engine that taken directly off the production line in business until 1916, long after most other transferred power to the rear wheels via a Auburn, Indiana during November 1913 cyclecar fi rms disappeared. friction transmission and belt drive. At $300 and driven to Fort Wayne and back without Another 1913 cyclecar entry worth the Autoette was quite a bargain. Apparently incident over muddy roads soggy from recent mentioning is the Zip manufactured by the public was not yet quite ready to accept rains. By the end of 1913 the Auburn factory the Zip Cyclecar Company of Davenport, such a departure from a standard vehicle. By had built 50 Imps and was making plans to Iowa, which was formed in October. The 1913, when a solid interest was beginning to ramp up production to 10,000 units by the Zip featured side-by-side seating which led build in cyclecars, the Autoette was already end of the coming year. Such plans came to to a wider tread of 40 inches. The rest of the a memory. naught as cyclecars gave signs of falling out vehicle was typical cyclecar: an air-cooled By the end of 1913, twelve new cyclecar of the public’s favor by the fall of 1914 and V-twin engine and friction transmission fi rms had opened for business. The names McIntye fi led for bankruptcy. plus belt drive; price: $395. The company they gave their vehicles make up an odd claimed that the Zip was capable of a speed and amusing collection, sometimes refl ected of 40 mph and 40 mpg. The fi rst Zip was in their size. There were, for example, the road tested a month after the company Cricket, the Crown, the Dudly Bug, the Fal- wikimedia.org opened its doors and full scale production con, the Fenton, the Imp, the La Vigne, the was initiated by the end of the year. It re- , the Twombly, the Woods Mobi- ceived much publicity from the automotive lette, and the Zip. Three of them came with press in January 1914 when Hughie Hughes, tandem seating and the other nine featured a well known race driver of that time, drove side-by-side seating. Most carried a tread of a Zip from Chicago to New York, some 36 inches (almost two feet less than that of 628 miles, in the dead of winter so that it a standard automobile). Standouts of this could be displayed in the New York Auto group of twelve were the Imp, the Mercury, Show. Hughes left Chicago on Christmas the Woods Mobilette, and the Zip. Vying with Imp for recognition as the Day 1913, arriving in New York in the early The Imp often has been referred to fi rst successful cycler to enter production morning hours of January 7, three days by early automotive writers as the fi rst suc- was the Mercury. Herbert J. Woodall, later before the show opened. It was the longest cessful cyclecar to reach the U. S. market. president of Detroit’s Woodall Industries, trip recorded by a cyclecar to that date. Chris Sinsabaugh, in his book: Who, Me? designed the Mercury in the attic of his In truth, the New York Auto Show Forty Years of Auto History, made that claim. Detroit home during the fall of 1913. Once was the venue that cyclecar manufacturers Sinsabaugh, while a member of the editorial the prototype was completed he formed the selected as the place for providing the buying staff of Motor Age in 1913, had been tracking Mercury Cyclecar Company, producing ten public with their fi rst good opportunity to automotive developments in Europe. News of them by the end of the year. The Mer- see a cyclecar in the fl esh. Until the show, of the rapid rise of the cyclecar industry cury had a strong resemblance to the Imp all anyone knew about cyclecars is what they intrigued him. He assigned a new member except that it featured an early example of read in the paper or saw via photographs in of the Motor Age staff, William Stout, to unit body construction in a torpedo-like auto magazines, not an exaggeration since, investigate whether the European cyclecar shape. Otherwise, it offered the distinctive according to The Automobile magazine, less fad merited a lead story in the magazine, tandem seating body on a 36-inch tread than 100 cyclecars were on the road in the which led Stout to become an avid booster with a wheelbase of 100 inches. Drive was entire country! Tucked in among nearly of the small cars. A designer in his own provided by a V-twin 9.8 horsepower engine 500 automobiles on the show fl oor were the right (years later he created the legendary with friction transmission and v-belt drive. Davenport, the Imp and the Twombly (all Dymaxion car), Stout created a number of How many were sold in 1914 is unknown. tandem seating models) and the La Vigne different sketches of his vision of a cyclecar Evidently its claim of being one of the fi rst and the Cornelian (two side-by-side types, which Motor Age subsequently published. cyclecar companies to enter the market did both from Michigan). Of the fi ve only the They caught the eye of W. H. McIntyre who not translate into sales. It went into receiver- Imp actually was on the market. The other had been building motor buggies. McIntyre ship in August 1914. four were prototype models whose sponsors commissioned Stout to design a cyclecar that Another fi rm that laid claim to being could only give vague estimates as to when he could place in production. Stout came the fi rst in the fi eld was the Woods Mobilette they would be in full production although up with the Imp, which became one of the Company. The Woods was a typical tandem the Blood Brothers stated that they already 6 SAH Journal • May / June 2013 had completed 25 Cornelians, none of which Coliseum were the Steco, a Chicago product, the automotive public was truly amazing. At was offered for sale. and the Dayton from Joliet, Illinois. the end of the year, 75 percent of all cyclecar On January 15 the automobile focus As the show progressed thirty cyclecar companies no longer existed. Of those who now shifted to the Detroit Automobile Show and accessory fi rms banded together and cre- did survive to see 1915, only three still were where eight cyclecar companies exhibited ated the Cyclecar Manufacturers’ National in business in 1916. their wares—all eight being Detroit fi rms. Association. In their fi rst order of business One of the surviving cyclecars that did Their vehicles included the Mercury, the they defi ned a “cyclecar” as being a vehicle reach 1915 is worth mentioning in passing: Cricket, the Little Princess, the Hawk, the weighing less than 750 pounds, with a motor the Cornelian—a sturdy product made by Little Detroit, the Malcolm, and the J.B. of up to 70 cubic inches. A vehicle weighing the Blood Brothers in Allegan, Michigan. Rocket. These apparently were only the tip of between 750 pounds to 950 pounds with The Cornelian offered side-by-side seating, the Detroit efforts. In the January 15, 1914 an engine between 70 cubic inches and 100 a 13 horsepower, four cylinder, water cooled issue of Motor Age William Stout reported cubic inches would be classifi ed a “Light engine, and a shaft drive on a 96-inch wheel- that there were “more than thirty planned Car,” and those between 950 pounds and base package. It was an early example of unit cyclecars or light car projects underway in 1150 pounds with engines of 100 to 125 construction, its body and chassis being one Detroit.” The Rocket was the only one of the cubic inches were defi ned as “Small Cars.” piece. What divorced the Cornelian from eight that presently was on the market, 25 W.H. McIntyre, head of the Imp Cyclecar other side-by-side cyclecars was its 56-inch having been sold since the fi rst of the year. Company, was the obvious choice as presi- tread, typical of that of a standard motor car. The Rocket itself had an interesting dent. The Blood Brothers stubbornly refused to heritage, its sponsor being the wealthy narrow the Cornelian’s tread to that of other James Scripps Booth whose family prosper- cyclecars in their desire to provide it with ity stemmed from the newspaper business. good stability. They did something else that Except for a rocket shape on its hood that gave the Cornelian notoriety: they entered a housed the fuel tank, the Rocket was a librairie-docauto.com modifi ed Cornelian in the 1915 Indianapolis typical tandem seat cyclecar from its 36-inch 500, the only cyclecar ever to be so honored. tread to its V-twin 10 horsepower engine. Aside from it being the smallest, lightest Booth called it “cheap transportation for car ever to quality for the race to that point, the working class” which, at $385, indeed it (at a speed of 81 mph for 23rd position on was. That being said, the Rocket was one of the grid), the Cornelian had the benefi t of the better engineered cyclecars of that breed. being driven by the legendary Louis Chev- Entered in the fi rst cyclecar race held in the rolet. Once the race began, the Cornelian U.S. on June 13 in Teaneck, New Jersey, edged its way through the fi eld up to the the Rocket won every event in which it was 22nd position after 50 miles, then to 15th by entered. Its better quality may have been lap 180 when a valve broke without warning, the reason why as many as 400 were sold bringing the Cornelian’s racing career to an in1914, more than the sales of virtually any end. Offi cially it was awarded 20th place, other cyclecar company that appeared on a not too shabby performance for a small the scene. Booth closed down the company vehicle so clearly outclassed by the other at the end of the year without explanation cars in the race in terms of size, weight and and went on to other things. power. The third and most attractive venue Unlike 1914 when some 60 cyclecars for exhibiting cyclecars was the Chicago From the big auto shows of January on were introduced, the year 1915 saw only Automobile Show that opened on January through the spring and summer, cyclecar four new entries: the side-by-side B-Z-T 24 at the Coliseum. Unlike the other two manufacturers sprang up across the country from New York, the one passenger Royal shows, the cyclecars had the entire Wilson like dandelions, all eager to capitalize on from Connecticut, the odd, electric-powered building next door to the Coliseum in which what they perceived as an emerging new Volta, also out of New York, the last being to showcase their wares. On hand were the automotive market. All told some 60 cycle- the Morse whose owner had the effrontery Imp, the Coey, the Keller-Kar, and the Mer- car companies sprang into life during these to advertise that since virtually all cyclecars cury—all featuring tandem seating—plus months. Detroit led the way with nineteen now had disappeared from the scene, the the La Vigne, the Trumbull, the Rex and new entries; Illinois, with sixteen, was a close Morse company had the fi eld to itself. The the Car-Nation with side-by-side seating. second. Determining how many actually claim was fraudulent since there still were 15 The Imp display was the largest with four succeeded in producing a vehicle is diffi cult holdovers from the previous two years still models on the fl oor, and the company made to assess since many never made it past the in existence, although only fi ve would make news with its announcement that it now was prototype stage, having failed to secure the it to the end of the year, then fade from the producing 30 models per week. Not in the necessary fi nancial backing to proceed any scene early in 1916. Wilson building with the other cyclecars further. Such failures scarcely ever made the So what went wrong? How did this were the Woods Mobilette, the Flagler and news. For all intents and purposes it did not novel light vehicle which created so much the Zip which could be found in showrooms really matter. After all the excitement they excitement when fi rst introduced to the on Michigan Avenue. Also spotted from had created through 1913 and 1914, the automotive scene disappear so quickly? One time to time on the streets surrounding the rapid fall from grace of the cyclecar with can only speculate. Blame the roads, for one. SAH Journal • May / June 2013 7 Unlike Europe whose major arteries were mission. Whether by intent or by accident, ROSTER OF U.S. CYCLECARS connected by a myriad pattern of paved Chalmers situated the Saxon directly in BY STATES AND YEARS IN roads, such roads in the United States only opposition to the cycle car market, not only PRODUCTION existed within urban areas. Once leaving in price (it sold for only $395) but also in ap- the city, dirt and sand roads were the rule, pearance. Having only a 96-inch wheelbase, CALIFORNIA: Kupfer (1914), Los An- replete with well-worn ruts six to seven it could easily be confused with a typical geles (1914) inches deep that conformed to the larger side-by-side cyclecar like the Cornelian. CONNECTICUT: Royal (1915), Trum- tread of standard automobiles, trucks and Harry Ford made a point of advertising that bull (1914-15) wagons. A cyclecar, with a tread of 36 to 40 the Saxon was “not” a cyclecar but a “light” DELAWARE: Diamond (1914-15) inches had no choice but to travel with one car, and that its 54-inch tread was the same ILLINOIS: Ceco (1914-15), Coey (1914), side in the rut and the other outside and on as that of a standard automobile. Its low Dayton (1914), (1914-15), Freder- a higher plane. If the driver had to change price represented a special challenge not ickson (1914), Keller-Kar (1914), Logan direction, his only recourse was to brake to only to the cyclecar industry but to Henry (1914), Pioneer (1914), Puritan (1914), a stop, get out of the vehicle, and look for Ford as well whose two-passenger Model Robie (1914), Sprite (1914), Steco (1914), someone to help lift his vehicle out of the T runabout was selling for $525 in 1913. Standard (1914), Ward (1914), Woods- rut and point it in the necessary direction. Whereas cyclecar sales plodded forward Mobilette (1914-16) Since most cyclecars were not as sturdily through 1914—so slowly that most cyclecar INDIANA: Comet (1914), Fauber (1914), built as standard cars, travel outside of the companies folded by year end—the Saxon Hoosier Scout (1914), Imp (1913-14), Real city under such conditions took a severe toll registered sales of 7,127, probably more than Cyclecar (1914) on their longevity. the combined total of all cyclecar companies. IOWA: Zip (1913-14) In 1915 Saxon output rose to 19,000 in stark KANSAS: Wichita Falls (1914) contrast to that of the Cornelian, one of the KENTUCKY: Crown (1913-14) few remaining cyclecar fi rms still standing, LOUISIANA: Mino (1914) which was fi nally put to bed before the year MASSACHUSETTS: Bantam (1914), was out after only 100 had been built. Any Mohawk (1914-16), Peter Pan (1914-15)

tricyclecaristes.forumr.net hope that the cyclecar fad could be resur- MICHIGAN: Arrow (1914), Autoette rected again went by the wayside in 1916 (1913), Beisel (1914), Cornelian (1914- when Ford Motor dropped the price of its 15), Cricket (1913-14), Dudly Bug (1913- two-passenger Model T runabout to $390, 15), Fenton (1913-14), Flagler (1914), probably more in recognition of the chal- Gadabout (1914-15), Hawk (1914), J.B. lenge now presented by the Saxon whose Rocket (1913-14), La Vigne (1913-14), sales jumped to 27,800 for the year. Little Princess (1913-14), Malcolm-Jones Thus the cyclecar boom (“boomlet” (1914-15), Mercury (1913-14), Rex might a better term) came to an end but only (1914), Saginaw (1914), Sharp (1914), after the excitement of seeing so many new Tiger (1914-15), United (1914) auto fi rms formed in so short a time with so MINNESOTA: Brasie (1914-16), Conti- much hope, then come to utter collapse so nental (1914), Stickney (1914) quickly as to defy belief. NEW JERSEY: Remington (1914-15), –Anthony J. Yanik Ritz (1914-15) NEW YORK: B-Z-T (1915), Burrows Admittedly the low price of a cyclecar, (1914-15), Chatauqua (1914), Crowther ranging between $365 and $400, was its (1916-17), Dart (1914), Dunn (1916-18), most attractive feature at the outset. That O-We-Go (1914), Twombly (1914-15), advantage lasted until Hugh Chalmers, head Volta (1915-16) of the Chalmers Motor Car Company, which NORTH CAROLINA: Ashville (1914) built a popular mid-priced car, decided that theoldbicycleshowroom.co.uk OHIO: Arrow (1914), Cleveland (1914), the public might be ready for a quality-built, Greyhound (1914-15), Robe (1914-15), two-passenger, low priced standard car. In Xenia (1914) mid-1913 he formed the Saxon Motor Com- OREGON: Portland (1914) pany and by December his engineers had PENNSYLVANIA: LuLu (1914-15), completed a successful prototype. Chalmers Morse (1915-16), Peters-Walton (1914) then built a new factory in which to produce RHODE ISLAND: Economy (1914) it and named his advertising manager, Harry TEXAS: Hall (1914-15) W. Ford, as Saxon’s president. VIRGINIA: Cub (1914), Falcon (1913-14) The Saxon came in only one model: a WASHINGTON: Elbert (1914-15) two-passenger roadster with water-cooled, WISCONSIN: Billiken (1914), Vixen 12.1 horsepower four cylinder engine, solid (1914-16) front axle, and two-speed sliding gear trans-

8 SAH Journal • May / June 2013 TTHEHE AAUSTRALIANUSTRALIAN MOTORLIFEMOTORLIFE MUSEUMMUSEUM

s a recent recruit to the SAH and a apply to become a benefi ciary. Coinciden- Renamed the Australian Motorlife Mu- Acommittee member of the above named tally there were plans to erect a larger build- seum, the museum opened to the public on museum I thought it appropriate to forward ing at Wollongong, which would provide its new site in August 2008. The museum a brief report on the history and activities of a home for the existing exhibits, plus the now has a 3200 sq.m space which includes this Australian facility. Paul Butler collection. A process began to a storage and conservation area, and the While there are many other museums secure a site and Wollongong City Council Brabham function room. In June 2010, Sir around, some of which are no more than a purchased a 50-acre site to serve as a com- Jack along with Lady Brabham attended the small collection of cars in a shed—open to munity recreation park, and several com- opening of the function room named in his public viewing for a few dollars—there has munity based clubs have now established honor. They were accompanied by Ron Tau- generally been the view that the National headquarters there, including the museum. ranac who was Brabham’s partner in his long Motor Museum at Birdwood in South Aus- The Butler matter was dragging through the racing career designing and engineering the tralia was the biggest and best. Now there is Supreme Court, but was fi nally resolved in many Brabham race cars before going on to a new museum that is gaining recognition the museum’s favor in March 2009. continued on page 14 with a broad selection of exhibits. Tucked away in a rural setting near Wollongong, less than 2kms from the freeway north to Sydney is a neat grey building, home to one of the best car and automobilia collections in Australia. The Australian Motorlife Museum came about because of the efforts of a dedi- cated few volunteers, who had managed to erect a smaller brick building to house what was then a collection of signs, petrol pumps, tools and other artifacts, later augmented by a dozen or so cars and motorcycles. Initially named the Illawarra Motoring Museum, it pretty soon outgrew these premises. Meanwhile, Paul Butler (a keen col- lector from Sydney) was planning to open a museum when he passed away suddenly, leaving his premises in some disarray. The named benefi ciary, albeit with some heavy- weight conditions, was a national heritage organization. The Executors of the Butler estate, in early 1993, encouraged IMM to 1914

SAH Journal • May / June 2013 9 book award*. In turn, Wheels was directly and language differences aside, someone is responsible for Nelson’s subsequently being still required to fact check the facts and the introduced to . already huge volume of information grows BBookook Happily, though decades and life expe- continually. riences separated Nelson from his subject, Each of us live our lives one day at a the two men found common ground and time. But when we are getting acquainted numerous lunches ensued. The story Qvale with someone, we share stories of things RReviewseviews related is offered to the reader in the style we’ve learned or experienced in random or- of a memoir as Qvale told it but written der. And that’s how Kjell Qvale, very much fi rst person from Nelson’s perspective in his a self-made man, shared his story with Kevin Lunches with Mr. Q: An Auto Industry own voice. This permits him to describe his Nelson and how, in turn, Nelson tells it to Titan on Business, Life and Sports Car research independent of those conversations us. Dreams although sometimes he only makes oblique Qvale’s story is auto-centric because by Kevin Nelson mention of a paper or book consulted thus from the time he arrived in America in 1929, Southampton Books (2012) making me wish more than once a proper he was determined to “make a business out 224 pages, 9.25” x 6.25” hardbound, bibliography had been included. of his romance with cars.” A very much ab- 37 color and 35 b/w photographs Wheels of Change had been written at breviated enumeration of Qvale’s activities Price $19.95 the behest of offi cers and members of the includes co-founding the Pebble Beach Road ISBN-10: 0978634055 California Historical Society, which is cred- Races, then co-founding the San Francisco ISBN-13: 978-0978634056 ited as co-publisher. Nelson described it as (new car) Auto Show. The moniker he gave “... the most challenging his company, British Motor Car Distributors and compelling project Ltd., is descriptive of its function and a clear I’ve ever done.” The indicator of the nameplates he carried, from realm of auto history Rolls-Royce and Bentley to MG and all in was virtually unknown between. But there were also some decid- territory for him prior edly non-British marques BMCD sold too to him researching what including Porsche, VW, and Mercedes-Benz. its subtitle neatly de- A motorsports enthusiast, Qvale found a scribes as The Amazing way to work and play in that community Story of California and by forming another branch of BMCD in the Automobile. conjunction with Joe Huffaker which they In the main, Wheels called the Competition Department. All is a wonderfully read- of the foregoing is but a tip-of-the-iceberg able history certainly description of the fuller story told, and told deserving of the Valen- well, in Lunches With Mr Q. tine Award. Yet cover- The book is as fi ne in presentation as ing seventy-plus years, in the writing. As the photo shows the dust 1890s to 1960s, cou- jacket (on left) and book are equally hand- pled with Nelson’s prior some befi tting the generously illustrated and ow do you begin exploring a book? lack of familiarity with the topic left him attractive pages inside. The more amazing is HDo you sometimes begin at the back? vulnerable to something nicely expressed by all this obvious quality is priced so reason- With Lunches with Mr. Q your reviewer the author of a biography on a completely ably. So what’s your excuse for not making began by fi rst looking in the back out of different topic. Alister McGrath wrote in his the modest investment to purchase it, then curiosity. Already familiar with its subject, 2013-published book about CS Lewis: investing a bit of your time to read it? Kjell Qvale, I wanted to see what aspects of his career, and what other people I was soon [Often] researchers no longer read books from *The book award referred to is given by to be reading about. Discovering no index cover to cover, they use search engines to fi nd SAH’s SoCal Chapter which named it the words or passages. But this approach has made and no bibliography provided a clue that researchers less sensitive to the deeper struc- Valentine Award, honoring and remember- An Auto Industry Titan on Business, Life and tures and inner logic of the texts . . . and . . . ing SAH #307 Jim Valentine. The award, Sports Car Dreams was not going to be the less likely to make the “unexpected discoveries established in 1999, is given to the author “usual” biography. which come from serendipity.” . . . what once judged to have made a signifi cant contribu- took time to learn by [gradual] accumulation But then the author Kevin Nelson, can now be achieved with moderate diligence tion to automotive historical knowledge in with 20 published books to his credit, isn’t in the course of a morning. the west, particularly California. Valentine’s one you’d usually refer to as an automotive not inconsiderable literature collection, writer either. That said, one of those prior That brought to mind a letter to the numbering around 150,000 individual titles, published in 2009, was automotively editor published in Journal #260. The letter’s pieces, went to the Horseless Carriage Foun- oriented and it’s a bit odd that book, Wheels writer suggested there should exist a reposi- dation’s Research Library where it can be of Change, was never reviewed for SAH Jour- tory where correctness of anything could be accessed to this day. nal readers as it had earned an SAH-related verifi ed. Of course the fallacy is, cultural –Helen V Hutchings 10 SAH Journal • May / June 2013 The Car in 2035: Mobility Planning for ing and utilizing developing technologies densely populated areas and those that are the Near Future in order to provide better mobility for the more rural will grow. Cars for the open road various contributors, edited by Kati Rubinyi entire populace. need change very little from those available The Civic Projects Foundation, Each chapter of The Car in 2035 is today whereas modes for individual trans- Los Angeles (2013) written by an expert in the subject being portation in densely populated areas will 290 pages, 10” x 7” soft cover, 16 b/w, 142 discussed. Those contributors are from a benefi t the most from changing the most. color images with 12 maps/charts/graphs. variety of disciplines and perform a variety As previously observed, each city’s best Price: $34.95 of functions ranging from professional trans- path to providing for the transportation ISBN-10: 8415391269 portation planners to analysts, educators, needs of its citizens is by expanding and ISBN-13: 978-8415391265 architects, designers, and engineers. enhancing existing infrastructure as opposed The book is divided into three main to completely revamping. Some areas already sections. One focuses mainly on the mode have extensive rail and need merely update of transportation, as in The Car. The next and expand. Some have a tremendous bus concentrates on the area where travel or com- network. Each makes best use of its physical muting takes place, The Street. And the last and monetary resources by improving and one takes a look at governance and Policy. expanding, not reinventing. But all areas Despite being based in scholarship and can benefi t from the research fi ndings on dealing with a serious topic, the writing is neither dull nor stuffy. Refreshing too is that many of the major points advocated are presented as point and counterpoint so the reader may consider the pros and cons. One premise needing no point/counterpoint is reasserted numerous times by multiple contributors. It will resonate with and be especially appreciated by SAH members: the past must inform the present and the future. Even where bus and/or rail is common, there still must be other types of transport to how best to create mixed-use roadways such get individuals to those larger conveyances. that a single roadway can and does easily The car has dominated, and may continue and successfully mix buses, cars, bicycles, nasmuch as publishers are businesses and to, although the authors proffer several vi- pedestrians, etc in ways, such as the example Ineed to be profi table to remain in business, able modifi cations and alternatives in which above, that are safe, convenient and expedi- it isn’t unusual that several publishing houses individuals actually gain still more personal tious for each. simultaneously bring out books on a cur- mobility while concurrently reducing traffi c The chapters in the policy section re- rently popular subject. In prior years, books congestion. mind the reader of one of the biggest hurdles: about future autos have tended to be light resistance to change. An example notes that on text, featuring page after page of beauti- as technology advances there will be a com- ful drawings speculating on the appearance mensurate shift regarding which party will and other attributes of the car of tomorrow. be held responsible for insurance liability, The current crop of books on future setting up a situation where the insurance transportation is quite different. Strap industry and manufacturing alike are resis- Hanger, a 2012 release from Henry Holt and tant. A later chapter’s writer correctly notes, Company, explores future transportation changes “. . . cut against vested specialized needs. Its writer, Taras Grescoe, arrived at his interests; car ownership, car manufacturers conclusion that there is no single correct way and/or investors and workers, civil engineers to Saving Our Cities and Ourselves from the and on and on. . . Change IS tough.” Automobile (the book’s subtitle) by surveying One chapter that appeared whimsical A reality the book doesn’t express in so multiple population concentrations (major at fi rst glance, on a closer read turned out many words is that changes irrefutably will cities) the world over. Each chapter presents a to be particularly fascinating. Your reviewer take place. Given that, doesn’t it behoove all different approach yet all share a commonality. will leave it to you to discover the details of of us to learn and understand thus enabling Each area found it best to make improvements an Orgami Model T, pictured above, in which each of us to advocate for changes that may on the already existing infrastructure for both is presented an innovative and ecologically be more diffi cult but are wiser, rather than cultural and fi nancial reasons. responsible way to develop and manufacture letting changes that may simply be the path That’s precisely the approach the au- personal city cars. of least resistance take place? The Car in thors of The Car in 2035, Mobility Planning In the foregoing paragraph, notice 2035 can help expand the awareness of any for the Near Future propose: pragmatically should be paid to the two words “city cars.” who make the effort to give it a thoughtful retaining and enhancing the best of existing The dichotomy or differences between the read. infrastructure while concurrently integrat- types of transportation appropriate for –Helen V Hutchings SAH Journal • May / June 2013 11 American Turnaround: Reinventing unannounced into Solidarity Hall, the UAW for the fate of Henderson). AT&T and GM and the Way We Do headquarters, to see if he could fi nd his way What Whitacre does claim credit for is Business in the USA into Ron Gettelfi nger’s offi ce. Even Steve creating a clear accountability structure that by Edward Whitacre, with Leslie Cauley Girsky, the GM director looking after the he felt would enable GM employees to reach Business Plus (2013) union’s investment, cautioned Whitacre on their full potential and erase the low morale 304 pages, 6.5” x 9.2” hardbound his goodwill mission, but Ed continued to and negative perception of the Government Price $28.99 have breakfasts with the union head in some Motors label. His contagious upbeat nature ISBN-10: 1455513016 rundown parts of Detroit. is what he and this book will be remembered ISBN-13: 978-1455513017 What Whitacre and the new board of for. GM wanted from the newly minted CEO –Louis F. Fourie Fritz Henderson was a new vision and a new management chart to replace the old matrix American Wheels Chinese Roads: system of cross reporting. On the one hand, The Story of in China Henderson is described as an encyclopedia by Michael J. Dunne of GM and the global car industry, yet he John Wiley & Sons (Asia) Pte. (2011) was unable to convey the GM organiza- 227 pages, 6.1” x 9.4” hardcover tional structure to Whitacre’s satisfaction. 14 color illustrations He was also challenged for not simplifying Price: $29.95 board presentations. This reviewer is left ISBN-10: 0470828617 wondering whether Whitacre and the new ISBN-13: 978-0470828618 directors had enough of an understanding of the to comprehend what Henderson was telling them. Following Henderson’s termination, Whitacre assumed the role of CEO. Whitacre also seemed unable to appre- ciate the contribution made by Bob Lutz, Vice Chairman Product Development and one of the most highly respected veterans in the industry. He was simply dismissed as opinionated. Lutz’s response to his low his review will intentionally focus only assessment can be found in his blog with Ton Ed Whitacre’s short term at General Forbes.com. [In case you couldn’t imagine Motors following his appointment by the how Lutz would opine about Whitacre in Obama administration from June, 2009 the Forbes blog (2/28/2013 @ 3:13PM), until the end of 2010. Whitacre was chosen within few notable nice words, there’s this by Steven Rattner, Obama’s Car Czar, for demonstrative sample: “If you believe any of his managerial skills, developed and honed this, I need to talk to you about ocean front from running the vast AT&T empire, his property in Nebraska.” –Ed.] sole employer besides GM. Whitacre does Possibly the most revealing disclosure not provide much insight to the complexities in the book is the manner in which Dan of his GM role, fi rst as only Chairman but Akerson was chosen to succeed Whitacre. later as CEO as well. For instance; there is There was no selection criterion, head e have all heard the statistics—in no comparison of the fast paced telecom in- hunting or such thing largely because TARP W2010 General Motors and its joint dustry versus a manufacturing environment (Troubled Asset Relief Program) regulations venture partners, Shanghai Auto and where early design work to end of lifecycle limited remuneration levels. Akerson simply Liuzhou Wuling Motors, sold 2.3 million can span close to a decade. volunteered for the role in a directors meet- vehicles in China, topping sales in the US. About half the book details his modest ing and was promptly appointed. Possibly They were the leaders in market share and background, values learnt early in life and because Mark Reuss, President of GM North had achieved this the year after GM passed an ability to inspire employees at AT&T. America, was Whitacre’s recommendation through negotiated bankruptcy in Detroit. Even in the half allocated to GM, a large as CEO to the board, he failed to endorse Competitors were not a problem; the wide portion is devoted to his business philosophy Akerson as his successor. open Chinese market brought them into and anecdotal stories of Whitacre ambling This book is more about Whitacre competition with 83 foreign and Chinese around the RenCen headquarters and the and less about GM as far as auto historians brands, but led to hundreds of millions of technical centers, stopping off at random are concerned. He is most patriotic about dollars in profi ts. The way forward from the to chat to staff. This started off as a fact American workers and almost ignores GM’s company’s fi rst contacts with the Chinese fi nding mission but later transformed into a global reach. For instance there is no refer- government had been arduous requiring fi ve morale-boosting exercise. These walkabouts ence to the last-minute decision not to sell years to the signing of the JV agreement, and were tolerated until the day he wandered Opel or any other such deliberations (except then an additional year and a half until the 12 SAH Journal • May / June 2013 fi rst Century came off the line. to purchase a Korean producer once owned Autoblog. GM is expecting to export Michael Dunne is a business consultant by GM, now left stranded in bankruptcy. between 100,000 to 130,000 Chinese- and writer, a native of Detroit with twenty Reacquiring Daewoo with the support of the built vehicles this year. In addition, GM years’ experience studying the explosive Korean government, GM gained the ability plans to add 400 dealerships in 2013 to growth of the Asian automobile market at to build high-quality small cars at competi- its already existing 4,200, and it hopes to close hand. He describes the business culture tive prices. Their Buick badges carried the expand further to 5,100 dealers by 2015. of China founded on pervasive government prestige sought by the Chinese customer. Overall, GM will spend $11 billion by control yet leavened with traditional person- China’s stated long term strategy is 2016 on new plants, products, and staff al relationships at every level. GM was fortu- to build its own automotive industry and in China. nate in its choice of leaders, especially general it remains to be seen how and when the Over the next fi ve years, GM will manager Philip Murtaugh. A quick learner, policy will be fulfi lled. The story that Mi- introduce nine new sport-utility vehicles his fl exible free-wheeling style brought suc- chael Dunne tells so well is therefore not on top of the fi ve it sells in China at cess in an environment very different from yet complete but it is fascinating to see how present, according to Bloomberg News. the typical American corporate culture. The creatively GM has responded to the oppor- Each year through 2016, it will debut a author leads us through decision points for tunities of the Asian market. This is not the new model to boost sales of its matters of large and small consequence and rational committee-driven General Motors luxury vehicles. “We’re confi dent about the weight of some can seem baffl ing to of the past. Are there lessons being learned playing here in China,” Bob Socia, GM’s westerners. The ways of the early automotive in China that might stand the corporation China president, told Bloomberg. “We’re pioneers, Billy Durant and Walter , well in its home country in the future? here for the long term and you’ve got to could have been his inspiration. Alfred Sloan –Arthur W. Jones lead and be strong in your commitment. might not have fi tted so well in the Shanghai We’re very bullish.” of our times. General Motors Announces When GM entered, the Chinese auto- motive market was principally sales to cor- Expansion in China porations and public agencies. For this the t the Shanghai Auto Show on April big black Buick was a natural fi t, but as the A20, General Motors Co. said it economy expanded and private buyers began would build four new plants in China to appear, smaller more economical models by the end of 2015, which would give Text and photo: China Business Review were essential. It was the Asian fi nancial GM the capacity to produce about fi ve May 2, 2013 edition, via: crisis in 1997 that provided the opportunity million vehicles per year, according to www.chinabusinessreview.com

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SAH Journal • May / June 2013 13 found the equally successful RALT marque. repair business had been painted it appears, Exhibits relating to the earliest Aus- in 1911, to advertise Cars For Hire, Waratah tralian pioneers include parts of the 1902 Motor Spirit (a product of the Neptune Oil McIntosh (William McIntosh is believed Company) and Perdriau Tyres but it became to have built his fi rst car in 1893), and the an upholstery business in 1915 and soon efforts of Alfred Swinnerton, who built at after was obscured by the addition next least two cars in 1907 and 1915 which were door. Alerted by interested parties at the of monocoque construction long before the Powerhouse Museum in Sydney, Wendy Lambda appeared. Other Australian had a limited time to arrange for the wall built cars including a Summit and a Light- to be properly photographed as rebuilding burn Zeta are parked nearby. It is envisaged work was imminent; meaning the wall would 1924 Morris this display will continue to grow with once again be hidden forever. As it was not further research and acquisitions. possible to move the wall brick by brick to The earliest running car on show is an the museum an imitation brick wall was original 1909 Ford T (soon to be usurped by erected next to the main entrance and local something even older) whilst the oldest run- sign writing students reproduced the entire ning motorcycle is a 1905 Triumph “motor mural as a permanent exhibit. bicycle.” The bicycle collection commences The museum also houses a library which with a c1900 Massey Harris, and includes a is open to the public by appointment to aid Moulton, a three seater from the 1950s, and research for writers, students or hobbyists. In several penny farthings among others. an attempt to improve this facility I recently Work proceeds on a 1919 Republic took the liberty of emailing several members truck, and a 1929 Sunbeam Salmons for advice on what makes a good reference Sunshine saloon, both of which are near library, asking what material does, or does 1927 Rover completion. Many other smaller items such not belong and how best to present and as petrol pumps, typewriters (back to 1880s), promote the library to interested parties. I gramophones, mechanical scales and more have to give my sincere thanks to the many are exhibited at Motorlife. The philosophy who kindly took the time to reply, every here is that these items developed in a tech- one with a slightly different perspective, but nological sense in much the same timeframe all relevant. This is all being discussed and as the motor vehicle, and all had an impact assimilated by the committee and will go on the way we live our lives. These displays some way to helping us achieve our goals. do much to provide perspective. Enamel The library policy basically mirrors that of signs are a feature, with hundreds on display, the museum’s collection policy, and with alongside other automobilia, but the major- a limited budget for acquisitions we have 1924 Lanchester ity of space is occupied by the motor vehicles. benefi ted from some generous donations Motorlife is entirely volunteer run, and over the years. is open six days every week, closing on Mon- Just over half the exhibits are owned by days and some public holidays. Our curator the museum or form part of the Paul Butler is Wendy Muddell, who incidentally was collection, while a good selection of cars on awarded a Medal of The Order of Australia loan ensure a constantly changing display. for services to the heritage vehicle movement We are anticipating some exciting new ar- over a long period, and to the Australian rivals soon, one of which is a signifi cant part Motorlife Museum. of early Australian motoring history. I will The catering facilities and surrounding keep members informed of any news. parkland make this site a popular destina- –Chris Martin 1929 Rolls-Royce 20 hp (GFN58) tion for organized runs and rallies; recent visiting groups included Mini, Rolls-Royce, Australian Motorlife Museum Armstrong Siddeley, Morgan and Datsun Z Integral Energy Recreation Park car clubs. Darkes Road. Kembla Grange One striking feature that confronts (Wollongong) NSW 2530 visitors on arrival is a mural on the front wall. This came about by chance. A couple Open Tuesday-Sunday 9.30-4.30pm of years ago a dry cleaning shop in Sydney was damaged by fi re and the resulting de- Curator: Wendy Muddell molition work revealed a brick wall that Phone: +02.4261.4100 had remained hidden for nearly a hundred Email: [email protected] 1928 Rolls-Royce 20 hp (GBM55) years. The side wall of what had been a motor www.motorlifemuseum.com.au

14 SAH Journal • May / June 2013 They had large oil tanks to keep the pressure installed in his 1921 Pierce-Arrow in 1925. low on the seals. Most hydraulic machinery It functioned even better than expected. weighed more than a Pierce-Arrow auto. A After three months of fi ne tuning he successful power steering unit must fi t under filed for and obtained a U.S. patent in the hood of a car, not be carried behind on 1927. He and his partner George Jessup a trailer as some engineers believed. Con- worked to hand build and test fi ve units to tinued hard work began to produce some launch a demonstration program to auto important results. Davis rethought the manufacturers in 1929. Their timing was off, problem and changed direction. Rather than the Great Depression was on. No company use a pressurized closed valve, he developed was looking for a costly accessory. They an open valve system which allowed oil to turned their attention to heavy duty truck fl ow continuously, but when power steering specialty makers, who found the system assistance was needed it was closed and pres- reduced driver fatigue. In 1938 government PPOWEROWER SSTEERINGTEERING sure was built up. An additional unforeseen work and military bids and contracts kicked TTHEHE MMANAN WHOWHO MADEMADE ITIT HAPPENHAPPEN benefi t, not only did it remove vibrations in. It was not until 1951 that the company from the steering wheel but also dangerous attained real success. really never gave too much thought to steering wheel kick-back. The new unit was –Fred Summers Ipower steering. As a youngster I enjoyed the feel of non-assisted steering. Every April my father bought a new putrid green , and none ever had power steer- ing. If someone had asked me when did the fi rst power steering become available, I would have guessed the mid-1950s. Never would I have guessed 1925. It was all because of one man: Francis W. Davis and his loyal assistant, George Jessup. In 1906 Davis graduated with honors from Harvard University with an advanced degree in hydraulic engineering. He began his work career as a consulting engineer at the Pierce-Arrow Co., Buffalo, New York. After three years he was offered a position in the truck division of Pierce-Arrow, where his book recounts Joan he met George Jessup. Over time he infected Newton Cuneo’s life and Jessup with his mono-mania for building a T her role (from 1905 to 1915) as workable power steering system, his personal the premier female racer in the idée fi xe. He was well aware of what he was United States and spokes- getting into. Autos were bad enough, but woman for women drivers and trucks were a real bear. The larger the truck good roads. It covers her the more stress and strain was put on each re- experiences in three Glidden ciprocating connection. Weight added more Tours (and includes her notes problems. In the early 1920s pneumatic tires on the 1907 tour), her first began to replace smooth solid rubber tires, races, and her rivals, as well as and this increased friction 200%. Pierce- the battles for organizational Arrow decided to close down the truck divi- control of racing—which sion and concentrate on high end motorcars. ended in banishing women After seven years, Davis resigned from racers shortly after Joan’s Pierce-Arrow, and took Jessup with him to greatest racing victories at New set up his own shop. Most of his competitors Orleans in 1909. had already fallen by the wayside, frustrated × by the seemingly insurmountable engineer- 232 pages $39.95 softcover (7 10) 47 photos, appendices, notes, ing hurdles. In fact, Davis threw in the towel bibliography, index a couple of times but always came back to his ISBN 978-0-7864-7093-8 2013 obsession. There were two major problems Ebook ISBN 978-1-4766-0271-4 yet to be solved, one: oil seal leaks caused by high pressure in the system, and two: scale. Hydraulic equipment was huge; such as hy- McFarland To order, go to www.mcfarlandpub.com, or call toll-free 800-253-2187. draulic presses and stamping machines, etc.

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