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[…] mon m ark et o n th e c o m petitiv en ess o f W est G erm an fir m s. This pap er exam in es t h e e ffe ct o f p ostw ar e co – nom ic i n te gra tio n i n […]

[…]   Norman, OK   97cprice@gmail.com Matt & Nancy Oleksiak (4783)   Oakton, VA   molekappraisal@outlook.com SAH Journal No. 303 • March / April 2020 4 DUESENBERG DAYSDUESENBERG DAYS T heir name became synonymous with over-the-top elegance and  performance, but these two brothers, raised on a midwestern  farm, took on the racing world with little more than their own  ambition and “can-do” ingenuity. In the period of their grea test  success they were perpetually just scraping by, always nearly out  of time and money. In the slang of the day, a “Duesenberg hose  clamp” was a scrap of baling wire, and a “Duesenberg day” meant  working 18 hours straight.   Fred and Augie Duesenberg immigrated to Iowa from Germany  in 1885 at ages 8 and 5. At age 17, Fred began working for a farm  implement dealer, where he showed great aptitude and began his  mechanical education. His younger brother soon followed him,  and as things progressed they built and raced bicycles and started  to dream about the new age of automobiles, developing their fi rst  gasoline engine around 1900. Fred worked for the Rambler Motor Car Company in Kenosha, Wisconsin, for a few years and they both  worked for the Mason Motor Car Company, where they fi rst the  company’s racing cars, before striking out on their own.   Eddie Rickenbacker was one of their early drivers. He reported  in his autobiography that when he began working with them in  1913 the Duesenbergs had only “seven silver dollars and one cat.”  He continued: “At Sioux City we were so broke that I could not  garage the cars but kept them under the grandstand. The crew slept  on cots in a little adjoining room and ate on credit at a nearby greasy  spoon. I talked a local farmer into giving me room and board for  $2.50 a week, also on credit. After we won the $10,000 fi rst prize,  I told him, we’d have plenty of money.” 1   […]

[…] particularly unfair (unintentionally, no doubt) to Messrs Wawrzyniak and Watson and their team. I do hope that they will not be discouraged in their efforts as a result. It was hardly their fault that the Newsletter was not a suitable vehicle for the Roster – the looseleaf sheets are an excellent idea and I […]

[…] they were built. W.O. Bentley was not involved in the design of these cars, though he was employed by Rolls-Royce after the 1931 acquisition and he did test drive these cars and had a positive opinion of them on the whole. The first car is a 1938 4¼ Litre (chassis B106MR) with three-seater drophead […]

[…] Myers embarked fromLosAngeles on October 19,1929, andarrived in Shenyang onNovember 17.Hebe- gan work thatday. Before leaving the United States,hehad ordered five American truckstobe shipped to Shenyang for testing purposes: a Relay Model SII B, aRelay Model 40A; aDiamond TModel 290,aDia- mond TModel 302andaMoreland Ace. His first task wastosupervise the uncrating andassembly ofthose trucks. TheRelays […]

[…] thatoneofthese wasneeded because the radiator fillerneckwas W’ too high forour special radiator cowl. Wesolved thisproblem byplacing ablock ofwood on the top ofthe filler neckandstriking itasharp blow, which resulted inavery neat depression inthe brass radiator tank, Sir William LyonsandWilliam M.Heynes (ChiefEngineer 1935-1969) withlatemodel Austin Swallow (built1927-1932). and new Jaguar 2.4,which wasintroduced inSeptember, 1955. 11 Automotive […]

[…] Car manufacturers havinggovernment or- ders gotahigh priority rating,but,unlike World WarII,the vast majority ofcar manu- facturers hadnogovernment eontracts. Shortages ofother partswereexperienced as well, leaving animbalance ofinventory, and the result that,during thefour-month period covered bythe agreement, manufac- turers wereunable toturn outmore thana small percentage oftheir usual production. Following thereorganization ofthe Board, thcAutomotive Transportation Com- mittee hadbecome […]

[…] d for his fine work by President Freeman. SAH Press: Kit Foster reported that the donated copies of Classics on the Street were sold quickly as a result of having placed a flyer with renewal notices. Kits conclusion was that a bit of promotion would se ll books. The AH Press will again be […]

[…] imports frequently lacked the plush trim and  electrical assists that defi  ned luxury. Lacking  a soft ride or abundant V8 power this new  wave substituted precise handling from an  independent rear suspension, tight steering  and a host of attributes that made driving  an engaging experience.   All manufacturers had diffi culty  com- ing to terms with smog regulations, but the  smaller imports had an easier ride to meet the  CAFE (corporate average fuel economy) re- strictions, while the expensive imports turned  to better fuel injection and valve breathing.  Defi ning luxury and prestige, and in  turn brand image, increasingly recognized  substance rather than a basic chassis gussied  up with bells and whistles. It took a long time  for the American industry to identify this  change. But the big differentiator between  the common car and the expensive prestige  brand was strong body construction that  placed safety as the primary consideration.   The network of safety crash  tests with  increasingly difficult scoring has quickly  forced all but a few third-world offerings to  incorporate as much safety engineering as  possible. Add in all the other regulations and  restrictions and we are now at the point that  there is little difference in engineering sophis- tication, irrespective of price and prestige.   The premium image that prestige cars  enjoy rapidly evaporated because of a fear  that once out of warranty, the complexity and  costly parts create a nightmare for the affl uent  owner. This affl  uent German car owner soon discovers that the high maintenance and re- pair costs render their vehicle one of the worst  depreciating cars on the market. Meanwhile  the Toyota owner, whose equally complex car  is able to hold its value better, sleeps soundly.  Who is the smart consumer here? Once again  the wealthy consumer is seen as gullible by  the premium manufacturers.   Into this mix arrived an American  manufacturer with no heritage, namely Tesla.  While Mercedes-Benz and BMW may take  comfort that their S-Class and 7-Series se- […]

[…] were foundries and machine shops. The fust Hanomag steam locomotive was made in 1846 and gas engine production was taken up in 1877. In 1880, Hanomag was testing an internal combustion engine in a small locomotive. Hanomag’s wealth, however , was based on the steam locomotive with the Meyer-type engine since 1861, the Mallet-type […]

[…] pie, “HOME-MADE ROOT BEER” and  “ COLD HOME-MADE ROOT BEER.”  After scoring some breakfast scrapple at the  Smoketown Diner, the Lincoln Highway’s  old PA-462 alignment took me through  the heart of Lancaster (an area creek gave its  name, by the way, to the sturdy Conestoga  Wagons that settled the Western wilderness)  and across the Susquehanna River on a  magnifi   cent 1930 concrete arch bridge con- necting Columbia, Pennsylvania, on the east  shore (site of an interesting clock museum)  to Wrightsville on the west shore. The tour’s  offi  cial midday stop was the Haines Shoe  House on York, Pennsylvania’s eastern out- skirts—its builder, Mahlon N. Haines, was  the owner of a chain of footwear stores who  modeled the structure on his best-selling work  boot—after which we headed to Gettysburg  for a 150th anniversary battlefi  eld tour.   Though no injuries  resulted, thankfully,  Sunday’s leg through south-central Pennsyl- vania also witnessed the truly unfortunate  destruction of the oldest car participating  in the Eastern Tour. Not long after leaving  the Haines Shoe House, John McTaggert  of Wallingford, Vermont—towing a 1916  Oldsmobile V-8 roadster he’d spent four  and a half years transforming into a faithful  replica of the car used by Amanda Preuss to  set a new cross-country Lincoln Highway  record of 11 days, fi ve hours—narrowly  averted head-on tragedy with a nick-of-time  swerve that took him out of the path of a  24-year-old Chevy driver who had fallen  asleep at the wheel after working an all-night  Gregg D. Merksamer’s 1978 Ford LTD 4-door pillared hardtop makes a […]

[…]   —Bob Ewing E.P. Ingersoll Award This year the Society of Automotive  Historians recognizes a two-hour  documentary fi lm that chronicles  the 1908 New York to Paris Race,  an epic contest in which for the fi rst  time an American automobile and  drivers triumphed over its European  competitors.  The small Canadian studio spent  seven years in research around  the world, collecting original  photographs, press reports, and the  stories of participants.  The remains of two surviving vehicles  were measured and replicas built  and even modifi ed during fi lming to  refl ect changes to the cars known  to have been made during the race.  Actors were trained to drive the cars  and, in several cases, to extract them  from ditches as the drivers who were  being portrayed had done.  The  result is a fi lm of which  approximately half is devoted  to historic still photographs and  half to live color recreations, the  entire production convincing in its  authenticity.  The E.P. Ingersoll Award for  Presentation of Automotive History  in other than Print Media is awarded  to Michael Hamm, writer, director  and producer, and to Kerry Long,  producer, of Frame 30 Productions,  Edmonton, Canada, for the fi lm  “The Greatest Auto Race on Earth.”   Unfortunately the recipients are not  able to be with us this evening but  we take this opportunity to extend to  them our congratulations.    —Arthur Jones Richard P. Scharchburg Student Paper Award Before announcing the winner of the  2009 Student Paper competition, I  […]

[…] our regular tête à têtes. His life did not revolve solely around cars and license plates. He read fi ve newspapers daily, keeping track of the la test happenings in local and world affairs, politics and religion. He had a keen interest in music, and an encyclopedic memory of royalty and failed political candidates. […]

[…] rear spring question about c antilever or quarter-elliptic types. Possible some further details ap­ pear in the photos that the debaters will find of value. The engine- test-bed photo shows King working in the Duesenberg plant in Elizabeth, New Jersey on the Duesenberg-Bugatti engine pro­ ject. This 16 cylinder ·French engine . was to […]

[…] patent specification. Thomson’s tyreswereactually madeandtried onhorse- drawn carriages in1847 andwere found tobe noiseless and comfortable andtogreatly reducethetractive effortrequired. The Mechanics’ Magazinefor27th March, 1847,contains an article describing some testsmade onaBrougham fittedwith such tyres, inwhich itisstated thatthetyres weresaidtohave travelled morethan1,200 milesandshowed nosigns of deterioration. Thereisno mention ofpunctures inthese early days, butinthe patent specification theinventor isclearly con- […]

[…] Paul Lashbrook, we offere d juice a nd soda to wash down pretze l s, candies and other snacks while talking about eac h oth er’s la test research, discoveries and s und ry information . About noon on Thursda y it b ega n to sprinkle a nd within a few hour s […]

[…] of our publishing arrangements it was my conclusion that we co uld improve the timeliness of SAH Journal and Aulomolive Hislory Review and also r educe the cost of printing by using a prin t erclose rto my loca tion, and th e new administration conc urr e d . So with this announcement […]

[…] was trying to get around doing it­ b ut I thi nk you will agree that th e improve d qua lity meri ts th e extra cost. Th ere have been a few othe r bu ga­ boos -ru n nin g heads mi ssing on one sprea d in jo u rna […]

[…] email to receive a “Title Priced Want List”  from Warth Motor Book Buyer. Contact: Tom Warth +1.612.801.5335 email: btew1@me.com Wanted: Contributors for The SAH  Journal. The editor greatly appreciates  those that have stepped forward, but we  need more, now is the time to engage! Please  contact your editor directly. Thank you! Wanted: A new edition of the Dalton  Watson book, Rolls-Royce in America  by  John W. de Campi is being prepared. The  book will be faithful to the original, but  with extensive changes to the tables and  much additional material, including lists  of cars with fi rst delivery to America and  an update on Rolls-Royce US models and  history since the original publication in  1975. The aim is to cover the subject as  exhaustively and inclusively as possible. If  you have material (photographic/printed),  information (sources/contacts) relevant  to the history of Rolls-Royce in America,  please contact your editor. Thank you! T he la test issue of  Automotive History  Review was mailed early in February.  Current members who have not received a  copy may email the editor (kit@kitfoster. com) or write to AHR at 1102 Long Cove  Road, Gales Ferry, CT 06335-1812 USA  and a replacement will be sent.    The editor is embarrassed that the Table  of Contents listed an incorrect author for  Daniel Strohl’s very interesting article about  Henry Ford’s Green Island village industry  in Upstate New York. Apologies to Dan for  marring his AHR debut. Automotive History Review No.54 Wanted:  by author Peter Larsen: I am  writing a book on the French carrossier  Jacques Saoutchik. Two specifi c items have  come up:   1) In 1927 Jacques Saoutchik went  […]