SAHJournal

ISSUE 296 JANUARY / FEBRUARY 2019

SAH Journal No. 296 • January / February 2019 $5.00 US1 Contents

3 PRESIDENT’S PERSPECTIVE SAHJournal 4 GM AND THE GREAT WAR PART 2 7 W.O.—IN HIS WORDS ISSUE 296 • JANUARY/FEBRUARY 2019 9 BOOK REVIEWS THE SOCIETY OF AUTOMOTIVE HISTORIANS, INC. 15 REGISTER YOUR INTERESTS An Affiliate of the American Historical Association Billboard E.P. Ingersoll Award (June 15th) SAH Award Nominations Friend of Automotive History (April 15th) and Board Nominations: details James J. Bradley Distinguished Service of all the SAH awards and nomination con- Award (August 1st) Officers tact info should be viewed on the website at: Louis F. Fourie President autohistory.org/index.php/awards Nicolas-Joseph Cugnot Award, English Edward Garten Vice President (April 15th) Robert Casey Secretary Rubén L. Verdés Treasurer Here is a summary of all eight awards with Nicolas-Joseph Cugnot Award, Non- their nomination deadlines: English (June 15th) Board of Directors Andrew Beckman (ex-officio) ∆ Richard Scharchburg Student Paper Award Richard and Grace Brigham Award (April Robert G. Barr ∆ (June 15th) 15th) H. Donald Capps # Bob Elton † Carl Benz Award (April 15th) continued on page 3 Donald J. Keefe ∆ Kevin Kirbitz # Front cover: The scope of SAH members' inter- Ghost, i.e., the Silver Ghost, chassis 60551, reg- Carla R. Lesh † ests in automotive history subjects is wide, and istered AX201. All the other 40/50 hp cars were John A. Marino # it includes art, advertising, and popular culture. later called "Silver Ghost"—the success of this Dean Nelson † Our cover picture has a little of all those—it ap- original in various trials essentially established Matthew Short ∆ peared in the April 1950 issue of British Vogue the reputation of Rolls-Royce. The model was Terms through October (∆) 2019, (#) 2020, and (†) 2021 (cover below). The car is arguably the most Wenda Parkinson (née Rogerson, 1923-1987). significant Rolls-Royce: the 1907 40/50 hp Silver The photographer was Norman Parkinson, CBE Editor (1913-1990). Wenda became his muse and they Rubén L. Verdés married in 1947. A further thought on "inter- 7491 N. Federal Hwy., Ste C5337 ests"—while car clubs members' profiles include Boca Raton, FL 33487-1625 USA a list of their cars, the SAH members' profiles list [email protected] their interests. Have you updated your profile's [email protected] interests? See page 15 for details. tel: +1.561.866.5010

Back cover: Inspired by the Reid Railton: Man Publications Committee of Speed review on page 12, here we see the Thomas S. Jakups, Chair "Campbell-Railton Bluebird" land speed record car Patricia E. Chappell in Daytona, along with another car whose "sister car" raced in nearby Ormond Beach ("the birthplace of Louis F. Fourie speed") in January, 1907. The car shown is a 1905 Christopher G. Foster four-cylinder Rolls-Royce 20 hp (chassis 26350). Donald J. Keefe The Bluebird, designed by Reid Railton, has a 2,300 Rubén L. Verdés hp 36.7 liter supercharged Rolls-Royce V12. (The Steve Wilson actual 20 hp that raced at Ormond in January, 1907, SAH Journal (ISSN 1057–1973) was chassis 40523; and though lost, the details of its demise remain unknown. 26350 was restored by is published six times a year by The Stanley Sears in the 1950s and resembles 40523.) Society of Automotive Historians, Inc. The picture was taken on January 19, 2007—nearly Subscription is by membership in the Society. 100 years after 40523 raced at Ormond. The Membership dues are $50 per year ($60 event was an RROC event over four days to commemorate the centennial. Photo by the editor. per year outside North America & Mexico); digital membership dues are $20. Dues and changes of address go to: Submission Deadlines: Society of Automotive Historians, Inc. Deadline: 12/1 2/1 4/1 6/1 8/1 10/1 c/o Cornerstone Registration Ltd. Issue: Jan/Feb Mar/Apr May/Jun Jul/Aug Sep/Oct Nov/Dec P.O. Box 1715 Mailed: 1/31 3/31 5/31 7/31 9/30 11/30 Maple Grove, MN 55311-6715 USA Note: the SAH Journal is a bimonthly publication (printed 6 times a year) and there is ©2019 a two-month horizon for submitted material before it is mailed (e.g., material sub- The Society of Automotive Historians, Inc. mitted by February 1st appears in the Mar/Apr issue and is mailed on or before 3/31.) www.autohistory.org All letters, manuscripts, and advertisement submissions and inquiries go to the editor. Join, renew and more right on-line! 2 SAH Journal No. 296 • January / February 2019 ice age prior to the industrial revolution is PPresident’sresident’s not new. Using the same isotope evaluation PPerspectiveerspective of ice cores and other analysis has revealed that there have been several periods during o provoke some “Letters to the Edi- which it has been equally as hot as today Ttor,” maybe these President’s Messages as we have moved through various cycles need to be more controversial, so here goes. over time. This does not mean that we can Remember one of the mandates of SAH is abuse our atmosphere. We need to embrace to correct auto history facts, with one of conservation practices especially considering the best examples being the legendary race the ever increasing world population. between the Bentley and the Blue Train In the same manner that SAH strives written by Rubén Verdés in the SAH Journal, to ensure accuracy in automotive history, we issue # 260 of March 2013. It was not the also need to ensure that attacks on the pollut- sleek, stylish Gurney Nutting Coupe (which ing habits of automobiles are evaluated in the at the time of the run had not yet been built) proper context. Let’s not forget that the move but rather a 4-door H.J. Mulliner Weymann to electric propulsion is not consumer driven bodied sedan or saloon. Our role is to deliver but rather the result of increasing legislation the facts even if they are less fl amboyant than around the globe, which begs the question, some of the legends. how accurate are all these global warning A while back we added a heading “Emis- forecasts that are prompting legislators to sion, Fuel Economy and Safety Regulations” restrict or ban fossil fueled automobiles? It to the SAH LINKS page on the website. takes a brave politician (if such an animal Judging from the comments I have received, exists) to ask politically incorrect ques- this category heading has received a healthy the regulators. The silence on what portion tions. What about cradle-to-grave emission number of hits, many from younger people of the 37% relates to cars could be because questions? The manufacture and ultimate likely completing a college assignment. Here regulations have cleaned them up to the disposal of batteries is seldom factored into is where it will get controversial because point where their contribution to climate some of these evaluations. one of the recently added links is “Climate change is very small; but we do not know Whatever side of the fence you might sit Change Myths.” because we are kept in the dark. Because I on, or even if you straddle the fence, let us at Let me stress that I do not fi t under have placed a high priority on the agility of least evaluate all components in this delicate either extreme of the global warming debate. an automobile, most of my cars have been subject in a respectful and calm fashion. I am not an eco-warrior or a global warm- smallish with no trucks or SUVs in my We have added a new award aimed ing denier; I am simply a curious observer wish list. Yet those of us who love cars, even to gain exposure for SAH at various con- who has not received many comprehensive small cars, have become a target of the eco- cours d’élégance events. This idea was fi rst answers to fairly simple questions. An ex- warriors. fl oated by Rubén Verdés who will chair the ample is the frequently quoted value that Seeing great shards of the northern ice- committee, even though he wears plenty of 37% of emissions are from transportation. fi elds collapsing into the water followed by hats already. Steve Purdy has been another What is not disclosed is how much of this a bear on a small iceberg sends a compelling promoter of the idea. We plan to name the value relates to planes, ships and trains, message. Yes, satellite images have recorded award after Beverly Rae Kimes but have not none of which have been subject to the likes over time that the Arctic ice pack is shrinking, fi nalized the criteria yet. It will likely be the of catalytic converters. The next category but why are we not told that the vastly bigger oldest car on the fi eld or the “Least Known includes 18-wheelers, buses and other large Antarctic ice sheet is expanding at a far greater Marque” to recognize the car that is most in commercial values, most of which until re- rate than any contraction in the North. In need of our research and reporting. cent diesel sulphur changes were left alone by addition the global warming since the mini —Louis F. Fourie Billboard continued from page 3 A Call For Papers: The Michael SAH Board Nominations: are sought too. Only digital images are R. Argetsinger Symposium on Interna- The SAH Nominating Committee is needed. Accordingly, if you would like your tional Motor Racing History will take place seeking nominations for positions on the antique automotive documents and photos on November 8th and 9th, at the Racing board through 2022. Please address all digitized for free, just contact the editor at Research Center in Watkins Glen, New nominations to the chair, Andrew Beckman, [email protected] to confi rm the assign- York. This is a joint endeavor with the at [email protected]. ment. Then mail your material, and it will be SAH Motor Sports section. Please submit mailed back to you with the digital media. a 250-300 word abstract of the presenta- Free Digitizing Service: The tion/paper not later than Friday, August editor is seeking documents and photos Wanted: Contributors! The SAH 9, 2019, to either Dr. Patricia L. Yongue related to Rolls-Royce of America, Inc. This Journal invites contributors for articles and ([email protected]) or H. Donald Capps includes promotional images of Rolls-Royce book reviews. (A book reviewer that can read ([email protected]). Questions?, con- automobiles photographed by John Adams Japanese is currently needed.) Please contact tact Don Capps, at the email address above. Davis. Other automotive history subjects the editor directly. Thank you!

SAH Journal No. 296 • January / February 2019 3 In 1918 the Model 30 was dis- continued, and all GM trucks were shaft drive from then on. Once met- allurgy had been improved, bevel and worm gears using shaft drive were found to be far superior to chain drive—which was noisy—demanded frequent adjustment and repair, and re- quired oil which dripped on all sur- faces. In 1917 GM PPropagandaropaganda ppostersosters wwereere uusedsed iinn llargearge nnum-um- bought the Samson bbersers iincludingncluding thisthis oneone extollingextolling Buick’sBuick’s pat-pat- eentednted technology.technology. Sieve-Grip tractor company of Stock- ton, California. The tractors were intended to compete with Ford but were unprofi table and the AAlthoughlthough thethe majoritymajority ofof AmericanAmerican soldierssoldiers werewere drafteddrafted iintonto thethe Army,Army, division was closed mmanyany volunteersvolunteers werewere alsoalso eemployedmployed iinn iindustrialndustrial occupations.occupations. in 1923. Durant’s impetuous purchase GGMM ANDAND THETHE GREATGREAT WARWAR of some other com- panies turned out to SShownhown hhereere iiss a 11918918 CCadillacadillac MModelodel 5577 ttouringouring PPARTART 2 mmilitaryilitary staffstaff car,car, whichwhich isis stillstill extant.extant. be dead ends. By the time Holt Manufacturing and nearby C.L. Best he GMC Model 23 used a 27.20 hp en- America had entered the war in Europe in obtained patents and built prototypes. Holt Tgine. Only 339 were built. The 3½-ton 1917 (with the Middle East already in tur- obtained a trademark on the name “Caterpil- Model 70 and fi ve-ton Model 100 still had moil) General Motors was the largest manu- lar” in 1910. GM did not go into building chain drive, but the Model 71 and Model facturer of its kind in the world. Buick and tracked vehicles. 101, of the same capacity respectively, were GMC trucks continued to be used primarily However, General Motors was also shaft drive with bevel gear drive. A 6-ton as ambulances and for transport of troops instrumental in the development of a small truck was also listed. The chain drive was and weaponry, while Cadillac specialized tractor which was powered by a Cadillac offered to those who were still not sold on in producing staff cars for offi cers as well as V8 engine, displacing 314.5 cubic inches the effi ciency and durability of more modern Liberty engines, searchlight trucks and mu- and producing 31.25 hp. This was the same design. nitions. Cadillac chassis were used in some V8 which powered the Model 57 Cadillac, instances to build armored cars which were powering its staff cars used by Allied offi cers, considered experimental. A few photographs including General Pershing. Cadillac had of Cadillac armored cars show that they were fi rst introduced its V8 in 1915. This was not constructed at Lake Geneva, Wisconsin, at the fi rst V8 gasoline engine in the world, but the Western Military and Naval Academy. it was the fi rst to be mass produced in such As a very large enterprise, GM had numbers. the wherewithal to spend resources on the Despite various opinions of Billy Du- development of prototypes and special use rant, most historians would admit that if it vehicles. GM had built an experimental were not for his enthusiasm, General Motors front-wheel-drive car in 1915, which did would not have come into existence. The TThehe 3314.514.5 ccidid 7700 hhpp sside-valveide-valve ((L-head)L-head) not go into production. Buick experimented list of Durant’s buy-outs of component and CCadillacadillac VV88 wwasas iintroducedntroduced iinn 11915915 aandnd wwasas with at least one tracked vehicle. A photo- vehicle manufacturers at the very beginning uusedsed iinn aallll CCadillacadillac sstafftaff ccars.ars. TThehe hhorsepowerorsepower graph shows the test drive of this tractor. of the last century is too long to include here. wwasas rraisedaised ttoo 7777 hhpp iinn 1916.1916. Having been a pioneer in this type of design, Nevertheless, what is relevant is Durant’s 4 SAH Journal No. 296 • January / February 2019 It should be noted that having started the Frontenac Motor Corporation with brothers Arthur and Louis, Gaston Chev- rolet died in a crash in 1920 in Los Ange- les. Then Louis and Arthur founded the Chevrolet Brothers Aircraft Company in 1929, which soon went “in the red” and was bought out. Louis Chevrolet died on June AAmongmong otherother makes,makes, CadillacCadillac sentsent CKDCKD kitskits (Completely(Completely KnockedKnocked Down)Down) inin orderorder toto minimizeminimize 6, 1941, and Arthur Chevrolet committed tthehe sizesize ofof shippingshipping cratescrates aandnd ccontainers.ontainers. suicide on April 16, 1946. Durant’s wild management and fi nancial noted penchant for continuous acquisition 1914. Durant continued building “Chevys” shenanigans led GM’s banking and business and business dominance, which led to his on his own. interests to oust him once more in 1920. ouster by the GM Board of Directors in It may be humorous these days that Again, his gregarious business manner and 1910. Durant made a point of complaining about methods slid from “outgoing” to “out go- In the meantime, Durant had created a Louis Chevrolet’s cigarette habit, but Durant ing.” Durant shrugged it off, and in January new auto company using an impressive level had resorted to manipulating Chevrolet as of 1921 organized Durant Motors, Inc. as a of secrecy, in cooperation with Louis Chev- an enterprise in a stealthy maneuver to buy $5 million company with over 140,000 stock rolet and his brother, Arthur Chevrolet. As controlling interest of GM through stock holders. It went well for a decade, building historians have noted, Arthur was Durant’s acquisition. In this manner the Chevrolet cars and light trucks under the Star and Du- chauffeur briefl y and he and his brothers enterprise took over GM with Durant at rant names, and exporting vehicles overseas. Louis and Gaston were all race car drivers. the helm again, using a clever though un- However, what has been described as Upon rejecting Louis’s six-cylinder design derhanded tactic of business strategy. The Durant’s frivolity and cavalier approach, of his prototype car (complaining it was too press called it “Jonah swallowing the whale.” including long absences to Europe with his large, bulky and expensive) Durant ditched Others called it “the tail wagging the dog,” young second wife, resulted in Durant Mo- Louis Chevrolet, who was forced to sell the and some used even stronger language to tors going bankrupt by 1932 as the Great shares of the company with his name on it in describe the reverse merger. Depression took hold of many economies.

A 2 ½-ton½-ton tractortractor waswas builtbuilt forfor thethe U.S.U.S. militarymilitary usingusing a standardstandard CadillacCadillac V8V8 motormotor withwith minorminor modimodifi cations.cations.

SAH Journal No. 296 • January / February 2019 5 TThehe VV-12-12 LLibertyiberty aaviationviation engineengine waswas a standardizedstandardized powerpower pplantlant assembledassembled bbyy sseveraleveral ccompaniesompanies iinn tthehe UU.S..S. iincludingncluding GGeneraleneral MMootors.tors.

Billy Durant fi nally had to sell off his wife’s senger car service, a demand was created also strumental motor vehicle designers for Olds, jewelry trying to make ends meet. Even for a special type of enclosed car for the use Cadillac (and later Lincoln). According to though Durant was eventually honored by of the offi cers. The Cadillac Company met William C. Durant, they were fi red due to GM with a major ceremony as its founder, this requirement with a limousine body of their differences of personality and overlaps Billy Durant famously ended up fl ipping standard Cadillac construction and equipped in ambitions. According to the Lelands, they hamburgers at a bowling alley prior to his to army specifi cations, mounted on a standard resigned because Durant refused to build the passing on March 18, 1947, at age 85. 125-inch wheelbase Cadillac chassis. Liberty Engine, but Cadillac proceeded into As noted, Cadillac was another big “In exterior appearance this limousine, Liberty motor assembly anyway, one of sev- player in the GM stable which contributed except for its olive-drab fi nish, resembled the eral to produce the aircraft engine. Accord- vehicles to the war effort. The fi rst Cadillac standard car, but the interior was especially ing to company literature of the time: “The to see action in combat was a passenger car adapted to the rough and ready uses of war. Liberty Engine was a standardized engine. converted into an armored car in India after It was upholstered in leather instead of mo- The complete interchangeability of its parts the outbreak of war in 1914. The car was hair velvet, the curtains were canvas instead not only facilitated quantity production, but customized with Maxim machine guns by of taffeta silk, the fl oor was covered with quick repair and overhauling. It was known local constabulary in Calcutta in order to cocoa mat and the passenger compartment among the craft as an ‘apple tree repair job.’ quell civil unrest. was provided with a desk intended for the Old ‘fi le to fi t’ methods of construction gave The company’s own literature stated use of offi cers in referring to their maps and way to the greater ease and accuracy of the “…2,095 cars were shipped overseas and 199 charts while traveling from one part of the gauge system.” The Liberty Engine was built to various military posts in the U.S. Two hun- war zone to another. More than 300 of these in both V-8 and V-12 iterations—mostly the dred twenty-one were delivered to the Cana- special types of enclosed cars were furnished latter which was also adapted to the Mark dian Government… War conditions gave rise the Government for overseas service,” as VIII tank prototype by war’s end. to many requirements for motor equipment stated in Cadillac literature published by the of a nature hitherto unheard of. Although company in 1919. Next issue: The story picks up with the 2½- Cadillac seven-passenger cars met the major It was during WWI that Henry Leland Ton Artillery Tractor. needs of the Army for rapid, dependable pas- and his son left the company. They were in- —Albert Mroz 6 SAH Journal No. 296 • January / February 2019 led to a premium apprenticeship at the Great lubrication in which the oil was pumped Northern Railway, before he got into motor- under pressure to the bearings by one pump cycle racing, then automobiles. That fi nal and a second scavenge pump emptied the oil step towards automobiles would have been out of the sump and up into the tank on the a surprise to his earlier self, as he refl ected dashboard. The gears of those pumps made a back to his early days in My Life and My Cars: quite incredible noise. Of course, everything “The motor car seemed to me a disagreeable made more noise in those days, a fact which vehicle. Perhaps I should have realised the is so easy to forget . . . Believe it or not, I vast potentialities of internal combustion think that noise is one of the biggest enemies and recognised from my nursery days that a designer has to fi ght; and I have spent a it was to be the impelling force in my life. good many years in the fi eld of battle, so But the fact must be recorded that the motor I should know! . . . I was pleased with the car struck my young, literal mind as a slow, steering on the whole, and I think the 3-litre ineffi cient, draughty and anti-social means of always had pleasantly light and precise steer- transport. Motor cars splashed people with ing considering the weight of the car and mud, frightened horses, irritated dogs and the year of its birth. The suspension, on the were a frightful nuisance to everybody.” other hand, seemed far less satisfactory, and Before WWI, brothers W.O. and H.M. I knew we were going to have to work a lot

Source: author's collection Source: were in business selling French DFP (Doriot, on that. I was also pleased with the gearbox Flandrin et Parant) automobiles. While visit- which never in fact gave serious trouble, and ing the DFP factory, W.O. was inspired by I found the car pleasant to handle through WW.O.—IN.O.—IN HISHIS WORDSWORDS an aluminum paperweight on Doriot’s desk the corners and good on the road. Rather to experiment with aluminum pistons and surprisingly, I also found that it was quite his year is the 100th anniversary of settled on an alloy of 88% aluminum and tractable in traffi c. The brakes, on the other TBentley Motors, which was fi rst in- 12% copper. He modifi ed DFPs with these hand, were very noisy, chiefl y because we corporated on January 18, 1919. That fi rst and used them in his BR aero engines. In used cast-iron shoes at fi rst, but because of incorporation was, long story short, a nec- My Life and My Cars W.O. tells this story the unusually large drums, they were very essary step to form another Bentley Motors of introducing them at Rolls-Royce as part effective.” on July 10, 1919—the date that has been of the war effort: “E.W. (later Lord) Hives As with most premium automobiles generally adopted as the fi rm’s birthday. The was in charge of the experimental depart- of the prewar era (i.e., pre-WWII), Bentley fi rst 3-Litre (EXP1) was registered BM8287 ment, and, with a piston in my case, I called automobiles received bodies from third- on December 11, 1919, and the fi rst cars on him in his new offi ce built on a sort of party coachbuilders. After those bodies were were delivered in September 1921. island surrounded by the factory’s test track. mounted on the chassis by the coachbuilders, There is no shortage of books on the I hadn’t met him before and liked him at they would return to the fi rm’s Cricklewood Bentley marque and its founder, Walter once. In later years, and under sometimes factory. Here, W.O. recounts the process Owen Bentley; and that catalog also includes trying circumstances, we were to see a lot of at the “Finished cars test shop” in An Il- a few autobiographical works by W.O. one another, but we always got on well. He lustrated History of The Bentley Car: “Our himself. Those titles include W.O.: The examined my piston, listened to my story, life was made very diffi cult because all the Autobiography of W.O. Bentley (1958), An and then called in his foundry specialist, bodies were different and had profoundly Illustrated History of The Bentley Car (1964), Buchanan, to whom I gave the formula. different effects on the chassis. Tappets that and My Life and My Cars (1967). All of these Very sensibly, he made an analysis to check would remain unheard with some bodies books by W.O. are out of print, but could be my fi gures, and then had some experimen- would suddenly become very evident with found at any number of secondhand book tal castings made. Production went ahead others. Squeaks and leaks of all kinds might sellers; and while one understands that an with crisis urgency, and the result was that occur. Some coachbuilders we found very autobiography tends to hold its own points Rolls-Royce’s fi rst aero engine, the excellent bad, one or two were very good. Mulliners of view, they are all very interesting and en- water-cooled 200-h.p. Eagle, had aluminum were possibly the most satisfactory, especially gaging. This article will collect a few excerpts instead of cast-iron or steel pistons.” for saloons, while Vanden Plas were far and to inspire you to put these on your upcoming With the formation of Bentley Motors away the best for open coachwork. The reading schedule (note: quotes are kept in after the war, here are some of W.O.’s recol- only model we at fi rst sold complete with their original British English spelling). lections of the fi rst 3-Litre in My Life and coachwork was the long-chassis Blue Label W.O. Bentley was born on September My Cars: “I have an all too clear memory of 3-litre.” 16, 1888, the youngest of ten children. my fi rst run in the prototype 3-litre in 1919. The legend of Bentley Motors during The custom to use his initials (“W.O.”) was I was quite appalled by the noise; that was the W.O. years was set in stone with the epic shared with his brothers (William Water- my fi rst and most lasting impression . . . The fi rst place wins at Le Mans in 1924, 1927, house [W.W.], Alfred Hardy [A.H.], Leon- oil pump was the chief culprit, but, while 1928, 1929, and 1939. Here’s a compelling ard Holt [L.H.], Arthur Waterhouse [A.W.], I expected trouble here, I never thought it perspective from W.O. after the 1927 race and Horace Milner [H.M.]). His childhood would make the din that half deafened me from An Illustrated History of The Bentley fascination was with trains. This fascination on that fi rst trip. We had a form of dry sump Car:

SAH Journal No. 296 • January / February 2019 7 “To this day, the popular press take little their price, when a fi gure rose and said, ‘I am London showrooms as an understudy to notice of motor racing unless (a) there is a empowered by the British Central Equitable Percy Northey who had, like nearly every- good crash, preferably with blood; or (b) a Trust to offer so much for the assets and one at Rolls-Royce, been there since the dramatic British triumph occurs. The 1927 goodwill of this Company’; a fi gure that company began. Northey, who had years Le Mans race gave everyone everything that was, by an extra-ordinary coincidence, a ago brought a Rolls-Royce into second they could possibly need: it contained the fraction more than that offered by Napiers. place in the first Tourist Trophy race, very stuff of popular journalism. There was There was a brief and horrible pause, and looked after the technical liaison with the the great crash, the extrication of a sorely then Napiers’ representative got up and works, and was due for retirement soon. damaged car in the dark, the struggle with asked for a brief adjournment to allow him I was to help him, to attend the morning a damaged machine against hopeless odds, time to consult his principals. This the judge sales conferences at ten o’clock when any the lone triumph. granted, and shortly after the court heard technical points and criticisms were dis- “For the price of three damaged cars, we Napiers’ new and higher bid. The other cussed, and ensure that the demonstration scooped the headlines of the world’s press barrister was about to raise his price too cars were in good order. and put the marque Bentley fi rmly on the when the judge informed the court that he “Whether or not I could have refused map. From this time we had no need to was not an auctioneer and that there would is a nice point, and one that didn’t arise.” worry about publicity. Here, for example, be another adjournment until 4.30 in the W.O. spent some time testing the new is the winning car going to a party at the afternoon when sealed fi nal bids were to be cars which he called “Rolls-Bentley” and Savoy! All we had to fear was the adverse handed in by the two opposing barristers. I he recalled his battles with the engineering publicity that would follow failure—‘. . . don’t know by how much precisely Napier needed to get the noise out of components The harder the fall’! were out-bidded, but the margin was very and achieve the desired results, and the time “But from 1927 onwards fortune favoured small, a matter of a few hundred pounds. All needed to do so; and the difference time us. Not only did we build some good cars, I knew that evening was that the deal would would have made for Bentley Motors—from especially the 6-cylinder 6½ litre and 8-litre, not be going through after all.” My Life and My Cars: “My period at Rolls- but we had learnt—expensively—how to W.O.’s services were tied to Bentley Royce had driven home once again to me race them. We were never again to fail at Le Motors, so after the acquisition by Rolls- the value of time for development: time, that Mans, and our record elsewhere was quite a Royce, W.O. was called to meet with luxury that only the most solidly founded creditable one. In addition (and as a major Henry Royce—from My Life and My Cars: fi rms can afford.” On further refl ection on reason for this satisfactory state of affairs) the “It seemed inconceivable that Rolls-Royce Bentley Motors, he was concise: “When Company’s fi nances were on a more stable should want to employ me. What could people ask me (and they are too tactful to basis. Captain Woolf ‘Babe’ Barnato was the they do with me? They had their own design do so often) why Bentleys went bust, I usu- man most responsible. He won Le Mans staff, and it seemed to me that I would be as ally give three reasons: the slump, the 4-litre three times running, an achievement no one embarrassing as a prisoner of war after the car, and the ‘blower’ 4½s; in proportions of else has equalled. He was a formidable man, armistice signing. I simply couldn’t imagine about 70, 20 and 10% respectively.” behind a glass of whiskey, behind a driving what they might have in mind when I was At fi rst W.O. struggled a bit to com- wheel, and behind a boardroom table. He asked to call at their London head offi ce for prehend the interest the old cars garnered, enjoyed himself with Bentley Motors, en- an interview with Sir Henry Royce. but he did eventually participate in BDC joyed the racing, the status it brought him “It might be called an exploratory events—from My Life and My Cars: “Un- in the public eye. In spite of 1931, and the interview, I suppose, and I have often fortunately my own position with the club bankruptcy, ‘Babe’ and I never quarrelled, wondered what was its purpose. The was rather diffi cult at fi rst when I was with and this all happened too long ago for there opening was not propitious. Lagondas, but for the past twenty years or to be any lingering bitterness.” [Royce]: I believe you’re a commercial more I have kept in close touch, always at- The “bankruptcy” and “1931” refer to man, Mr. Bentley? tended the annual dinner and a number of the events that led to the acquisition by Rolls- [W.O.]: Well, not really, I said. Primarily, the events, and have been honoured with Royce. At the time, W.O. was confi dent that I suppose I’m more a technical specialist. the position of Patron. It is always a great the company could continue with the help of [Royce]: You’re not an engineer, then, are satisfaction to see how beautifully the cars Napier (an old rival of Rolls-Royce)—W.O. you?’ Royce asked in some surprise. are kept and in what excellent hands they recalls in My Life and My Cars: “I didn’t know quite how to answer are spending their old age.” For the 50th an- “I was feeling reasonably happy about our this without appearing vain. And then I niversary of Bentley Motors, W.O. attended future plans—which also included a possible remembered from thirty years back. an event where he visited Cricklewood and new aero engine—when the time came in [W.O.]: Yes, I suppose you could call his old offi ce on June 12, 1969. November for the receiver to apply to the me that. I think you were a boy in the W.O. passed on August 13, 1971. court for approval of the Napier contract. G.N. running-sheds at Peterborough a There was a memorial service in September Terms had been agreed, everything seemed bit before I was a premium apprentice at at Guildford Cathedral with over 75 vintage to be tied up, and this was to be nothing Doncaster. Bentleys on site to join in on the tribute. We more than a formality.” “This was accepted with a nod, and could call this a kind-of long review of W.O. “The court was in session, everything was I heard no more on the subject. Instead books, and perhaps it’s enough of a spark to running according to schedule, Napiers’ I was offered a job, on not ungenerous inspire your further inquiry. representative had made known to the judge terms, a rather nebulous sort of job in their —R. Verdés

8 SAH Journal No. 296 • January / February 2019 that continues to live on whenever America’s While author John Wall does a splendid presidential plane touches down anywhere in job in this book discussing the broad range the world. The story goes that the typeface of corporate accounts that Loewy’s fi rm held BBookook for the fuselage lettering was inspired by the over the years, where the book truly shines is type font used in the heading to the Declara- in two areas: (1) It offers a solid perspective tion of Independence, set in widely spaced on the early infl uences, both from childhood Caslon typeface. and young adulthood, that made the later RReviewseviews Loewy’s Air Force One commission and man; and of course, (2) for the reader of other aircraft-related commissions (TWA, automotive history, a compelling summation Air France, among others) might be consid- (with a few glaring errors noted later in this Streamliner: Raymond Loewy and Image mak- ered his least celebrated works but they were review) of Loewy’s involvements with, in the ing in the Age of American Industrial Design visual shorthand for dozens of global busi- beginning, the Hupp Motor Company, and by John Wall nesses he and his fi rm dealt with, businesses then later with Studebaker. Wall brings us Johns Hopkins University Press (2018) that continue to be recognized by millions new insights into how Loewy worked with press.jhu.edu of people today. both companies—including his on-again, 342 pages, 6 ¼" x 9 ¼" hardcover Whenever I review a book whose off-again (and sometimes contentious) 49 b/w images, notes, index focus is a larger-than-life personality like interactions with both management and Price: $39.95 Raymond Loewy, I’ve typically fi rst gone to engineering—all gleaned from a dive into ISBN-10: 1421425742 The New York Times archives to see what The the extensive Raymond Loewy Archives held ISBN-13: 978-1421425740 Times wrote about this or that person in its by the Hagley Museum and Library. Alas, if obituaries section. Indeed Loewy’s obit was only he’d spent more time in the Studebaker found on that newspaper’s front page and National Archives the overall integrity of his it’s useful to quote the fi rst few paragraphs work might have been improved. here because they essentially and succinctly Few accounts of Loewy provide much capture Loewy’s contributions to industrial insight into his early years in France, but design that, of course, include his styling and we quickly learn that his family held high design work for the automotive industry. expectations for his education. While not a prodigy, he certainly came close. One fact Raymond Loewy, the ''father of streamlin- most often overlooked is that young Ray- ing'' who more than half a century ago mond survived the First World War despite founded the industrial design movement that having to serve all through the confl ict on the radically changed the look of American life, Western front. And he survived the Spanish died yesterday at his home in Monte Carlo. fl u pandemic that nearly wiped out a genera- He was 92 years old and had been in failing tion of young men. That survival—along health for several months. with others of his generation—created the opportunity for many to create a life differ- By the 1950's he and his associates had ent from previous generations. drastically altered the appearance of thou- Wall often cites Loewy’s autobiography sands of everyday items, from toothbrushes Never Leave Well Enough Alone (1951) to to automobiles to airplanes. As head of Ray- lend a bit of Loewy’s often tongue-in-cheek mond Loewy Associates, the French-born Mr. humor to this new story. Of particular note, Loewy was recognized as the most infl uential one learns of the times over the years when s I write this review, I’m watching on industrial designer in the United States. His Loewy held considerable resentment toward Atelevision the body of former President company, formed in the early 30's, became various corporate fi gures, especially as he en- George H. W. Bush being loaded onto the the largest industrial design fi rm in the gaged with production engineers. At his fi rst Boeing 747 Special Mission 41 (AKA Air world. It ceased operation in New York in meeting with Hupp Corporation engineers Force One) with the iconic blue and white the late 70's and the Paris offi ce was closed he later recounted: Full of enthusiasm I met paint job and with “United States of Amer- in 1984. the Chief Engineer in his offi ce and he started ica” elegantly lettered on the sides. Likely telling me all the things I couldn’t do. When it’s the rare person who knows that this was Mr. Loewy's artistic creed was: ''Good design it was over, about an hour later, it became one of industrial designer Raymond Loewy’s keeps the user happy, the manufacturer in the apparent that the only things I was allowed to design works. Previous to John F. Kennedy’s black and the aesthete unoffended.'' From do were to jump out the window, swallow a presidency, planes used by the chief execu- dowdy to sleek his impact on industrial gallon of enamel, or sit under a ten-ton punch tive were designated on the fuselage as either design was fi rst felt in the 1920's, when press. At various points we get a sense of the “United States Air Force” or “Military Air everyday objects tended to be dowdy in color, give-and-take between what designers want Transport Service.” The redesign of Air Force ungainly in shape and bulky in form. Mr. and what production engineers are willing One was just one among many of Loewy’s Loewy's goal was to make such objects sleek to provide. That said, we are offered little in- governmental commissions, but a design and unencumbered. sight into whether Loewy really understood

SAH Journal No. 296 • January / February 2019 9 the fi ne details of cost analyses in bringing a Wall wrote, “Shortly after the debut of the Hot Rod Empire: Robert E. Petersen and product to market, given that he was often, Avanti, on November 25, 1963, the produc- the Creation of the World’s Most Popular with many of his clients, physically removed tion plant in South Bend closed its doors, Car and Motorcycle Magazines from the day-to-day operational implemen- laying off 6,000 workers.” by Matt Stone with Gigi Carleton tation of his design products. As there is no accompanying chapter note Motorbooks (2018) For an interesting take on how Loewy upon which Wall based these words, he is QuartoKnows.com/ +44 (0) 20 7700 6700 thought of himself (grandiose and self- solely and totally responsible for this fanta- 208 pages, 7¾" x 9½" hardcover, dust jacket assured, among other words that could be sy. Had Wall researched in the Studebaker 115 b/w and 112 color images, index used!), I’d certainly urge readers of this book National Museum’s holdings or read SNM Price: $35 to, at the same time, read Loewy’s engaging Archivist Andrew Beckman’s Studebaker’s ISBN-10: 9780760360699 and entertaining autobiography. When I Last Dance: The Avanti he might have been ISBN-13: 978-0760360699 read it a few years back I was expecting it to saved from making some of these grievous be more focused on the profession of indus- errors. History—and a multitude of books trial design—which it was not—but rather and published road test articles from every it's fi lled with stories and anecdotes which enthusiast magazine of the time—support reveal much about the perceived America that Studebaker debuted the Avanti in of the late 1940s. Today, when many of his April 1962. While Studebaker did ulti- contemporaries have faded into memory, mately move all production to its Cana- his reputation has steadily regained its reso- dian plant, that didn’t happen until after nance as many earlier critics have applauded January 1, 1964 and as Beckman recorded, Loewy’s mission to forgo theoretical design “Regular production in South Bend ceased ideology in favor of the rising sales curve. on December 20, and Studebaker built As trends and tastes changed over time its last Avanti on New Year’s Eve 1963… and after his passing, the bold self-marketing Studebaker built 4,643 Avantis over its that earned Loewy somewhat of a reputation 18-month production run.” as a publicity hound was no longer scorned. Today what Loewy achieved is simply called These and other oversights aside, branding. Importantly, what is reinforced Loewy’s relationship with the Studebaker over and over in this book is that Loewy Corporation clearly ended more with a never produced junky products, even as his whimper than with a bang. After Studebaker ot Rod Empire: Robert E. Petersen and career wound down. And he never diluted fi nally let Loewy go, faced with declining in- Hthe Creation of the World’s Most Popular his image—which he easily could have—by terest in its entire product line, Loewy never Car and Motorcycle Magazines by Matt Stone merchandising his name like many later got over the break. As he wrote in Industrial deserves mention on these pages. It is very “name designers” like Calvin Klein, Donna Design (1979), his often mercurial tempera- much a contemporary story as has been cel- Karan, and Martha Stewart and others did. ment and resentment were on display: ebrated in anniversary issues of several of its For the automotive historian there magazines, in company-issued press releases, is some new material here on Loewy’s My decades with the company were exhila- and the hard-cover book Fifty Years of Motor work with Studebaker including a range rating and unforgettable, and my respect for Trend published in 1999 by MBI (Motor- of photos obtained from the Studebaker its engineering department immense. I leave books International), now a sub-group of National Archives. That said, as regular it to others to uncover the reasons why such this current book’s publisher Quarto. contributor to this journal Helen Hutchings a great, prestigious firm, having at last The pages of this book are a generously- said in her review of the book and found in found its market, fi nally disappeared at a illustrated celebration of the lives of Robert a recent issue of the Avanti Magazine and time when it was admired throughout the E. Petersen and his wife, Margie, which is all online in SpeedReaders.info (speedreaders. world and when the Avanti had just come the more understandable when the reader is info/20027-streamliner), there are some fac- out with a backlog of orders. It was an in- aware of author Matt Stone being a one-time tual errors that a more disciplined researcher dustrial tragedy. employee/editor on the staff of several of the could have avoided. This is especially true Petersen publications. And then there is his in the chapter on the Studebaker Avanti. I Ultimately this book adds another collaborator, Gigi Carleton. quote Hutchings’ review here to substantiate important chapter to the legendary work of Ms. Carleton was Robert E.’s personal that concern: the man who essentially created the fi eld of assistant/manager and executive secretary industrial design, thus making the corpus of for 40 years. Early on she also formed a Notably, and sadly, in the tenth chapter his career’s work available to a new genera- fast-friendship with Margie as well. Since which focuses on and is titled “Avanti” tion of readers. the passing of Robert in 2007 and Margie there are at least half-a-dozen statements Note: A range of digitized papers and in 2011, Carleton has been and still is the that made Lew Schucart, the editor of photographs may be found on Hagley’s web- “keeper of the fl ame.” Her offi cial title and the Avanti Owners Association Interna- site at: digital.hagley.org/islandora/object/ responsibilities are as president of the Margie tional’s Avanti magazine, take exception. islandora:2166399 and Robert E. Petersen Foundation, which The most egregious and puzzling is where —Ed Garten philanthropically benefi ts many charities.

10 SAH Journal No. 296 • January / February 2019 From the historian’s perspective, what his book traces the history of the In- For those less familiar with the early enthusiast-turned enthusiast-magazine Tdianapolis automobile industry from Indianapolis automobile industry, it’s impor- publisher “Pete” Petersen accomplished and 1893, when carriage maker Charles Black tant to note that the industry began in 1893 built will likely never be repeated if for no created a rudimentary car, up to 1939, when when Charles Black, a local carriage maker, other reason than the decline of the printed the industry in that city essentially came produced a rudimentary motorcar. Within periodical. And it wasn’t just one enthusiasm to an end due to the fi nancial problems fi fteen years, Indianapolis became a major or one magazine, for Petersen was a man of of various manufacturers. It details the automobile manufacturing center rivaling, eclectic interests and enthusiasms including signifi cant contributions of the industry for a few years, Detroit as well as Cleveland. (but not limited to) hot rods or, more accu- to the innovation of the automobile and Although never producing a large number of rately, cars of all sorts and types, also fi shing, the relationship between the industry and automobiles, the marques that were manu- using (hunting and trap alike) and collecting the Indianapolis Motor Speedway, as car- factured in Indianapolis were widely known guns, boats, aircraft, motorcycles and more. makers used the Speedway for testing and for their innovation and high quality. Early For every interest he soon developed and improvements. Importantly, it describes automobiles were unreliable and manufac- published at least one magazine, sometimes in considerable detail manufacturers like turers from the early days turned to various multiple titles refl ecting various facets. Stutz and Duesenberg, as well as Marmon, contests and challenges including endurance By the mid-1990s, the astute-business- Premier, Marion, Frontenac, Monroe, Em- runs, hill climbs, and track racing in order man aspect of Petersen foresaw the publish- pire, National, Parry, Pathfi nder, American, to demonstrate the quality of their product. ing world was heading for changes. Ulti- Hassler, Lyons-Atlas, Lafayette, Henderson, When the Indianapolis Motor Speedway mately he sold the entire Petersen Publishing and Overland. opened in 1909, Ms. Whitaker impressively Company. Subsequent owners chopped and Without question, this is a dense read offers the reasons why Indianapolis and channeled it, thankfully renaming it with given the scrupulous attention to detail as Indiana engineered vehicles dominated the each change. Thus the Petersen Publishing evidenced by the book’s extensive notes and track. With its brick surface, running on the Company’s reputation, legends and accom- references, but it stands alone in gifting the Speedway quickly uncovered any automobile plishments are untarnished as this book automotive historian with a compelling and weaknesses and fl aws far better than running shares, remembers, and celebrates. comprehensive picture of the early years and on city streets or other forms of racing. —Helen V Hutchings up until the end days of Indianapolis as a If nothing else, this book adds ad- powerhouse of the early industry. ditional perspective to the already strong The Indianapolis Automobile Industry: A The author, a delightful and engaging historical context of the famed Indianapolis History, 1893–1939 person with whom this reviewer spoke at Motor Speedway. With its range of excel- by Sigur E. Whitaker the Society’s 2018 Banquet in Hershey, lent photographs as well as the earlier noted McFarland & Company (2018) tells, in this latest of her books, of a trip extensive references, this book belongs on McFarlandpub.com/ 800-253-2187 to her hometown of Indianapolis where the shelf of anyone who has a passion for 313 pages, 7" x 10" softcover she discovered a photograph album of the the founders and innovators in the industry 45 b/w images; chapter notes, bibliography historic home—Riverdale—which had as well as those who covet books related to Price: $39.95 belonged to her great-great uncle, James motor racing. ISBN-10: 1476666911 Allison. Allison of course was one of the —Ed Garten ISBN-13: 978-1476666914 key pioneer fi gures in the early and quickly thriving automobile industry of the early 50/50: The Story of Champion Race Car 1900s. Whitaker’s desire to learn more about Driver John Paul Jr. and His Battle with Allison led to her fi rst book, James Allison: Huntington’s Disease A Biography of the Engine Manufacturer and by Sylvia Wilkinson Indianapolis 500 Cofounder. With that ac- High Desert Press (2018) complishment behind her she then went johnmortonracing.net/5050-john-paul-jr on to write an extraordinary book about 148 pages, 7¼" x 9¼" hardcover, dust jacket successful Indiana businessman Tony Hul- 30 b/w and 88 images, chapter footnotes. man, whom readers here will recognize as the Price: $50 man who purchased the Indianapolis Motor ISBN-10: 1732723907 Speedway when it was on the verge of being ISBN-13: 978-1732723900 demolished in 1945. That book was titled appropriately, Tony Hulman: The Man Who t’s an unconventional book in many Saved the Indianapolis Motor Speedway. Iways—including its story. Visually, page In addition to writing biographies of layouts have a variety of type styles and sizes individuals who have been involved in auto with the text interrupted by “interjections” racing, Whitaker has worked as a copywriter from others and “call-outs” too, each of specializing in the fi nancial and auto racing which are sometimes in boxes with some industries and writes an occasional blog that background color but no border rule lines may be found at her website at: while others are just there on the page. It sigurwhitakerbooks.com/?page_id=119 feels rather as though you are looking at a

SAH Journal No. 296 • January / February 2019 11 motivated Syliva Wilkinson to write this their way. And, for what it’s worth, he car- book with its title 50/50 refl ecting that pos- ried himself in exactly the same way when sibility an inheritor “lives with” of whether things did go his way.” And no one, ever, (or not) they will develop the disease. heard him utter a word of complaint. There That said, Wilkinson didn't merely was no passing the blame to team or car or write 50/50. Along with John Morton, a mechanics or his medical condition as it notable race driver himself (think of Peter made itself known. Brock’s BRE Datsun-running efforts among Now John Paul Jr.’s goal is focused on others) and a one-time teammate of John doing all in his power to help the medical Paul Jr., she underwrote the book’s printing community in its effort to fi nd treatments, and distribution. And they’ve designated the even a cure, for Huntington’s. SAH members proceeds from its sales be directed and de- can help. Add a copy of this book to your voted to that UCLA treatment/cure research library and learn of the man who inspired program which, as it turns out, may also it. And, you can help even more at: giving. have implications for helping with research/ UCLA.edu/JohnPaulJrHD. No index, no treatment for Alzheimer’s (stay tuned!). table of contents but chapter footnotes citing As a very new race car driver John Paul media references and photo credits as well as Jr. was reckoned to be on his way to being acknowledgments of sources. among the top tier of drivers once he had —Helen V Hutchings scrapbook that’s in the process of being as- honed his natural talents with experience. sembled. Then there’s the reality of no table He had the advantage of a wealthy father Reid Railton: Man of Speed of contents to give an idea of what will be as team owner and sometimes teammate by Karl Ludvigsen unfolding on its pages so, as the book begins, driver. Together they compiled a winning (Preface by Sally Railton Joslin, Foreword by the reader may feel a bit disoriented. record in IMSA. But that same dad, who had Ronald Ayers MBE) Then, the words of veteran writer and initially made his money as a stock investor, Evro Publishing, UK (2018) author Sylvia Wilkinson capture and capti- then decided to augment income with his evropublishing.com/ 612-344-8100 vate, drawing the reader into the story she’s proceeds from bringing in illegal drugs (read Two volumes, each: 424 pages, 9½" x 11½" telling in 50/50. Her skillfully chosen words marijuana). When arrested as complicit in splipcased. Approximately 750 b/w and tell of the naturally brilliant race car driver his dad’s activities, John Jr. refused to testify color photographs and diagrams. John Paul Jr. But as his life and story unfold against his father so spent time behind bars. Price: £150 it becomes decidedly unconventional in just That’s not a good career interruption even ISBN-10: 1910505250 about every aspect. for one who had won his fourth ever Indy ISBN-13: 978-1910505250 The book’s 50/50 title comes from a Car drive. sad reality of John Paul Jr.’s life: an inherited Jr.’s fi rst child was 18 months old when degenerative disease of the central nervous he entered the minimum security prison system that affects only about half of those and was just turning four when her dad was who inherit the gene. And if inheriting released. Defying common perceptions, something like this isn’t bad enough, those John Paul Jr. was able to resurrect his driv- whom it “might” affect don’t know for sure ing career although he wasn’t necessarily the until attaining the age 40 to 50. fi rst choice for top drives with top teams. So having perhaps nothing yet every- Sometimes what he achieved was all the thing to do with John Paul Jr., what exactly more remarkable just because he had been is this insidious disease called Huntington’s? driving less than stellar equipment. And he Earliest symptoms are subtle. One begins did compile another fi ne record including “acting kinda funny,” maybe moody but just qualifying seven times for the Indianapolis not “right.” Ultimately Huntington’s causes a 500, wins in IRL and more in the World loss of mental and physical control that even- Sports Car, the series that had replaced ith four Cugnot Awards to his tually develops into complete helplessness. IMSA. Wcredit, Karl Ludvigsen brings great John Paul Jr. has developed the disease, His demeanor coupled with his racing expectations to his latest work, published but there’s real hope now too, for UCLA is abilities earned John Paul Jr. not only respect in the spring of 2018. In contrast to his leading the charge with advanced studies in and admiration but solid, lasting friendships previous books on Mercedes, Porsche and which he willingly participates as they seem such as that of fellow driver Tommy Kendall. Volkswagen, Reid Railton: Man of Speed to be on the cusp of offering that longed for Both John and Tommy stand several inches covers topics that are more varied, yet less real help. The gene that causes Huntington’s over six feet. Here’s Kendall: “Most drivers, well known. At ten pounds and measuring has been isolated and work is underway with including a younger me, could learn a thing 9½ by 11½ inches it can also be described some 21 clinical trials of existing neuropro- or two from John on taking responsibility as “mammoth”; thankfully it comes in two tective drugs. And that’s what this one-time and how to carry themselves with humility lap-sized volumes, nicely presented in a race driver has devoted himself to and what and a certain dignity when things don’t go slipcase.

12 SAH Journal No. 296 • January / February 2019 Reid Antony Railton was born in time as a master of multitasking. It takes overhead-cam version of the Willys six, which Cheshire, England, on June 24, 1895. After a long mental perspective to keep it all in employed a single-lobe-per-cylinder camshaft attending Rugby School, he took a science focus. Ludvigsen’s engineering background of the type used on the Leyland Eight. degree at Victoria University of Manches- enabled clear explanation and analysis of The two-volume packaging, while ter. In 1915 he joined Leyland Motors and the technical aspects, although he could not great for reader ergonomics, has resulted worked under J.G. Parry Thomas, designing resist occasional judgments, some of which in compromises for the scholar. There is military vehicles during World War I. Later, are arguable. one fairly concise bibliography (books only, he became an assistant to Parry Thomas on A full two chapters are devoted to no articles), at the end of Volume 2, but, the Leyland Eight, a short-lived luxury car. Reid’s namesake Railton automobile, most oddly, separate indices for each volume, even In 1923, he followed his boss to Brooklands, familiar to this reviewer (who, full disclo- though the pages are numbered sequentially. where they set up a racing operation. One sure, is quoted therein). The account gives While the bibliography is welcome, it is not product of this was the Arab sports car, an- an interesting and different view from that linked to the text by direct citations, so chas- other the Brooklands Riley Nine for racing seen in most enthusiast journals. New, to the ing the source of a quote or the basis of a car engineers and constructors Thompson & reviewer at least, is a later chapter on Railton’s fact is diffi cult. Superscripted footnotes are Taylor. Parry Thomas’s piece de resistance was postwar work with Hudson in the USA, in employed to expand on some minor points “Babs,” a 27-liter Liberty aircraft-engined particular patents on an automatic transmis- raised in the text; the author is to be com- speed record car in which he eventually met sion and a mechanical concept for variable mended for avoiding cumbersome endnotes. his end, in 1927 on the Pendine Sands in ratio steering. Hudson’s poor fi nancial health Those quibbles aside, this is an impor- Wales. derailed both of these efforts, resulting in the tant work about a man whose name is well In 1931, after Parry Thomas’s death, purchase of Hydra-Matics from GM and the known but whose career and accomplish- Railton designed a Blue Bird speed record adoption of Chrysler-style power steering. ments are rarely appreciated in their totality. car for Malcolm Campbell. Two years later Also welcome is an appendix devoted to It’s not an easy read, in large measure because he worked on chassis design for the ERA A.C. “Sammy” Sampietro, an Italian-born of its technical nature and the many paral- racing car, and licensed his name for Noel engineer hired by Railton at Thompson & lel projects, but the effort is worth it. The Macklin’s Hudson-based prestige car. He did Taylor and who remained his good friend for historic photographs themselves justify the a speed record car for MG in 1938, followed life. Sampietro, well remembered in the UK, purchase price. The press run was modest, the next year by the Napier-Railton, a four- is virtually unknown in the USA, where he but as of this writing copies are readily avail- wheel drive, twin-engine record contestant worked for Willys-Overland and Ford. He able on both sides of the Atlantic. for John Cobb. His speed record quests ex- was primarily responsible for the Tornado —Kit Foster tended to boats, beginning with water-borne Blue Birds for Campbell, for which he was responsible for the power source, not the naval architecture. Later he worked on the jet-powered Crusader for John Cobb. In 1939, Railton moved his family to the United States, as he began work at Hall-Scott Motor Company engineering speedboat engines, which would fi nd new uses in the war to come. In 1945, he started his own business and remained in the U.S., consulting for the Hudson Motor Car Company from 1948 to 1954. He died at his home in Berkeley, California, in August 1977. Author Ludvigsen covers all these topics in 26 chapters and six appendices, totaling 848 pages in all. He begins the tale in 1933, in many ways the high point of Railton’s career, before rewinding to 1890 to sketch the family history and Reid’s own upbringing and education. As a staffer at Thompson & Taylor as well as an independent consultant, Railton’s work was varied, with projects often overlapping one another. Thus the author has employed “topical gulps,” which require the reader to reposition at the beginning of most chapters to set the stage for a new subject. The Man of Speed was ahead of his

SAH Journal No. 296 • January / February 2019 13 Damsels in Design: Women Pioneers in the The reader is treated to the careers of includes photography of all forms of creative Automotive Industry, 1939–1959 twenty women who succeeded in a nearly design—furniture, pottery, architecture—all by Constance A. Smith male dominated industry where competition to illustrate the varied skills. Schiffer Publishing, Ltd (2018) was fi erce for everyone. You learn not only The nurturing natures of women made schifferbooks.com/ 610-593-177 what institutions they attended but also the them ideal designers of safety applications 192 pages, 8½" x 11" hardcover profi les of some of their lecturers and mentors. from infant seats to air bags and dash designs 425 b/w and color images The Pratt Institute appears to have been the with safety controls. Ruth Glennie pioneered Price $34.99 primary source of these lady designers. Heads Up Display, seat belt retractors, and ISBN-10: 0764354353 Harley Earl soon realized that women door lamps. Patents were secured for helmet ISBN-13: 978-0764354359 had the ideal appreciation for interior uphol- designs and lumbar adjustment. stery materials and designs. This respect began With GM’s involvement with Frigidaire, in 1942 with the hiring of a single mother, women played a major role in appliance designs. Helene Rother, who hailed from Europe. Many of the fl amboyant Motorama display Contrary to what the cover may indicate Earl stands were the work of these women, as part of was not the only person hiring women; they GM’s Product and Exhibit Design department. were also found at Ford, Lincoln, Packard and Their creative nature found them in many Hudson. Independent industrial designers artistic endeavors, with many images recorded were keen to apply women in their projects in this book. Most of these women participated that included the automotive industry as well in concept designs of one source or another. as other forms of designing. Studebaker’s in- There are many books on automotive novative designs are an example of female in- styling but none that this reviewer knows put via independent industrial design houses. refl ecting the unique roles played by women. Styling practices and terms are used that This book also has many photographs of auto- may not be fully understood by all readers, but motive interiors, a subject not common in the their use does give the inquiring reader insight automotive literature. There are a few dating into styling and modelling practices. Many of errors but in every other respect this book is these women became lecturers following their unique, refreshing and most informative. It automotive careers while others formed their is highly recommended. own industrial design companies. The book —Louis F. Fourie

onstance Smith is a graduate of Pratt Insti- C tute, where she earned a Master’s Degree ince their introduction in in Industrial Design (MID). She was recruited S 1964, American muscle cars into General Motors Design by Charles Jor- have been closely associated with dan using a portfolio of safety models and the masculinity. In the 21st century, fi rst idea of a heated/cooled storage or glove women have been a growing compartment. In GM’s Advanced Studios presence in the muscle car she was involved in state-of-the-art electron- world, exhibiting classic cars at ics and airbags after studying electronics at automotive events and rumbling GM’s Management Training Program. Ms. to work in modern Mustangs, Smith has also studied engine mechanics at Camaros and Challengers. Chrysler’s Motech and worked for automobile Informed by the experiences franchises, schools, Charles Pollock and Cox of 88 female auto enthusiasts, Automotive. There is little doubt that this this book highlights women’s book gives us a detailed insight to the design admiration and passion for of automobiles from an insider. American muscle, and reveals Forewords are provided by both Mary how restoring, showing and Beth Vander Schaaf, Managing Editor of driving classic and modern cars Automotive News, and Elizabeth Wetzel, provides a means to challenge Director of Design, User Experience Studio, longstanding perceptions of General Motors Global Design, who has been women drivers and advance inducted into the Automotive and Michigan ideas of identity and gender Women’s Hall of Fame. This is a clear indica- equality. tion that within the industry this book has attracted signifi cant attention. Ms. Smith was a key participant in the 200 pages $39.95 softcove (7 ¥ 10) 45 photos, notes, bibliography, index Eyes on Design Lecture Series co-sponsored by ISBN 978-1-4766-7016-4 the Leland Chapter of SAH in June 2018, at the McFarland Ebook ISBN 978-1-4766-3173-8 2018 McFarlandPub.com • 800-253-2187 Fisher Building. This highly acclaimed event was profi led by Bob Barr in the SAH Journal No. 293.

14 SAH Journal No. 296 • January / February 2019 RREGISTEREGISTER YYOUROUR IINTERESTSNTERESTS

he SAH supports a community of au- Ttomotive historians and enthusiasts of automotive history. Imagine if you wanted to fi nd others that are interested in those automotive subjects you’re interested in— where would you start? Well, you could do it now on the SAH website: autohistory.org. While car clubs generally allow for members to list their cars with their mem- ber profi le, the SAH allows for members to list their automotive subject interests. This could be anything, from subjects, to aspects, to marques and models, to events and races, etc., up to 500 characters. On the website, you could update your interests (again and account” or if you forgot your user and/or the top of the page, then you’ll be on the again), and search for others' interest. password, click on “Forgot your user name “Areas of Interest” page. There, you can enter Here's how you get there: fi rst, get on or password?” and follow the instructions. as many interests as you like, each separated the website, then select the menu option Once you’ve signed in, you will be on the by a comma, up to 500 characters—all up top “Join/Log In/Renew/Search.” Then, “Member Information” page with the details the instructions appear on the page. Once click on the bold text that says: “Exist- of your member profi le. you’re done, click on the “Update” button. ing SAH members click here”—then the To search for other members (and their Then, click on the top menu option “Search “Member Login” page appears where you'll interests), the instructions to do so appear Members” to search for members under enter your Member Number (or User Name) right on the page on the right hand side. any criterion, including interests. This is a and Password. If you don't have either, click To enter (or amend) your interests, member benefi t, give it try! on “Click here to register a new on-line select “Interests” from the menu options at —R. Verdés

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