History We ALL Love a DARE! PIX of TRULY Extinct Makes?

By the way,
Does anyone have a copy of the August 1940 issue of Motor Magazine?
And can scan in the picture of the 1939 thomas?

 

Holy! CONGRATS, Swi! You found the sought-after reference book AND solved MOST of the mystery around the EARLY Spaulding car! AND NOT ONLY THAT, THE MATERIAL SAYS THE 1903 TOURER USED A STEERING WHEEL, NOT A TILLER. I think, now, your research contradicts other claims I've read, attributing the steering wheel to OTHER (and LATER) makes!!! Home run, Swi!
Thanks, HJMnaiac, for the below PIC of an '03 Spaulding touring car (steering wheel in place).



1903 Spaulding Touring, Buffalo, NY

Quote Swi: Spaulding Buffalo NY 1902-1903 In January of 1902 Henry F. Spaulding and his brother C.M. incorporated the Spaulding Automobile & Motor company in buffalo (the previous family business had been the Spaulding Machine Screw Company) The immediate start up and production was delayed by a lawsuit brought by the Olds Motor Works regarding infringement of its motor patents. Spaulding got around that by re-designing its single cylinder engine and a run of 100 units began therafter.

The Runabout sold for $650 in 1902 which was raised to $700 by January 1903, by which time a larger two-cylinder car was added to the line. The tourer had wheel steering and a three speed sliding gear transmission. The runabout steered by tiller and featured a planetary transmission. By february of 1903 the company was in financial trouble, and in March was sold at a receivers sale to J. F. Morlock who proceeded to build a Spaulding look alike under his own name.

There is a picture of a 1902 Spaulding in the book, but barely legible The picture of the Morlock is the same faded picture. This book I have was put together back before photocopiers, more mimeographed than anything else. But a wealth of information.

Well, this only leaves us with two QUESTIONS (per the theme of the thread) :

(1) DO ANY STILL EXIST?

(2) ANYBODY GOT A PHOTO (original, or of one in a present-day museum or collection)?<!-- / message --><!-- sig -->

 

Swi: You made some straight-forward points in Post 813. And I want to discuss Henry Ford, in particular, when time permits.

But, I can't resist your rhetorical question (paraphrasing): WHY HAVE THE DETROIT BIG-3 (ONCE CONSIDERED SOLID AS THE ROCK OF GIBRALTER) PUT THEMSELVES IN A POSITION WHEREIN COUNTRIES ON THE OTHER SIDE OF THE WORLD CAN INVADE OUR MARKET AND KICK BIG-3 ASS?

Actually, COMPETION (and all factors that feed into that) are the very touchstone of the U.S. auto industry (synonymous, "business"). This could probably be the subject for at least a DAY-long siminar, but my short answer is: I believe the Big 3 did okay until some time in the '60s. I feel that, at some point, there was a REAL shift in corporate culture and values which -- directly or indirectly -- led to acceptance, as norm, of SHORT-SIGHTEDNESS, in the interests of near-term profits not long-term corporate health, avoidance of union confrontation (which, ultimately, had hurt Studebaker in the earleir decade), and leading to sometimes unimaginative and/or weakly-competitive products. And all of that coupled with STICKER PRICES that gave consumers cardiac arrest! This resluts of the last year speak for themselves.

 

Swi asked: "Does anyone have a copy of the August 1940 issue of Motor Magazine? And can scan in the picture of the 1939 Thomas?"

To which Jimi'sHemi adds: Anyone have a copy of the January 3, 1918, issue of MOTOR AGE? It contains a big list of cars in production at the time, as I understand. <!-- / message --><!-- sig -->

 

The Haynes, argued to be the first American production car.
My family&#8217;s only claim to fame.
Someday I will have one.

I think this one's a 23

 

Haynes, Kokomo, IN, 1904-1925 -- Hope this doesn't disappoint you, but the Haynes, though early, was by no means the FIRST U.S. production car. There is a keen pic of Elwood Haynes in an earlier post. Worth your time to look.

Haynes-Apperson sold their first cars in 1896, and ceased operation under that name in 1905. This came when Elmer and Edgar Apperson went on to start the separate Apperson company.

But, Haynes-Apperson, Haynes and Apperson were significant makes, produced for a long span of years. So none would be extinct (except, perhaps, rare body styles, or VERY early and VERY late models. And even those would probably be RARE, rather than extinct).

Thanks for the post! CONGRATS on the proud automotive heritage!

 

From Indiana Historical Society

<TABLE border=0 cellSpacing=0 cellPadding=3 width="100%"><TBODY><TR vAlign=top><TD width="68%">[FONT=Arial Narrow, Arial][SIZE=-1]Essay prepared by IHS staff[/SIZE][/FONT]

[FONT=Arial Narrow, Arial][SIZE=+2]Elwood Haynes [/SIZE][/FONT]​

[FONT=Arial Narrow, Arial]Born Oct. 14, 1857, in Portland, Ind., Elwood Haynes was educated in the Jay County public schools. He obtained admission to the Worcester County Free Institute of Industrial Science in Worcester, Mass., in 1873 and graduated from that institution three years later. For his senior thesis he analyzed tungsten's effect upon iron and steel--an idea he used later in inventing Stellite, an extremely hard, heat-and-corrosion-resistant tool metal.[/FONT]


</TD><TD width="32%" align=right>

[FONT=Arial Narrow, Arial][SIZE=-1]Image Copyright IHS[/SIZE][/FONT]

[FONT=Arial Narrow, Arial]Born Portland, Ind., 1857; Died Kokomo, Ind., 1925[/FONT]

</TD></TR><TR vAlign=top><TD height=622 colSpan=2>

[FONT=Arial Narrow, Arial]After graduation, Haynes returned to Portland to teach. He eventually became principal of Portland High School, but left to conduct postgraduate work in chemistry, biology and German at Johns Hopkins University in Baltimore. [/FONT]
[FONT=Arial Narrow, Arial]With the discovery of natural gas near Portland in 1886, Haynes left teaching and became superintendent for the Portland Natural Gas and Oil Company. In 1890 he was appointed field superintendent for the Indiana Natural Gas Company of Chicago, which had its headquarters in Greentown, Ind. While working for that firm, Haynes's inventive mind came up with a method to prevent pipelines from freezing by dehydrating the gas prior to its being pumped through the lines. [/FONT]
[FONT=Arial Narrow, Arial]During a lull in his duties in 1891, Haynes began preparing plans and drawings for a new method of travel--a horseless carriage. Moving to Kokomo in 1892 as manager of the gas plant there, he continued to work on his idea. In November 1893 he purchased a one-cylinder, one-horsepower gasoline engine and, a few months later, hired Elmer and Edgar Apperson for 40 cents an hour to construct the vehicle. [/FONT][FONT=Arial Narrow, Arial]The vehicle was ready for its first test run on July 4, 1894. The car was towed by a horse and buggy (to avoid frightening horses on the busy Kokomo streets) out into the countryside on the Pumpkinvine Pike. With Haynes at the controls, the car traveled about six miles at a speed approaching six or seven miles per hour--becoming one of the first cars in the country to achieve such a feat. With this success behind them, Haynes and the Apperson brothers formed a partnership to design and build the Haynes-Apperson automobiles. Both Haynes and Apperson Brothers automobiles were built in Kokomo until the 1920s. [/FONT][FONT=Arial Narrow, Arial]In 1910 Haynes donated his Pioneer auto to the Smithsonian Institution in Washington, where it is on permanent display. Haynes died on April 13, 1925. The Kokomo inventor, if not the first, was among the first Americans to build and drive a gasoline-powered, self-propelled vehicle. He is still remembered today as a brilliant metallurgist and a pioneer in Indiana's automobile industry.[/FONT]


</TD></TR></TBODY></TABLE>​

 

To which Jimi'sHemi adds: Anyone have a copy of the January 3, 1918, issue of MOTOR AGE? It contains a big list of cars in production at the time, as I understand. <!-- / message --><!-- sig -->[/QUOTE]

Not what you asked for but interesting just the same.

The MOAAL (Mother Of All Automobile Lists)
United States

There were over 1800 automobile manufacturers in the United States from 1896 to 1930. Very few survived and only a few new ones were started after that period.

See link:

http://www.spiritus-temporis.com/list-of-automobile-manufacturers/companies-by-country.html

Defunct US automakers

A

• Abbott-Detroit (1909)
• A.B.C. High-Wheeler (1905)
• Ace Motor Corp (1920)
• Acme (1904)
• AC Propulsion
• Adams-Farwell (1905)
• Adelphia (1920)
• Adria (1921)
• Aerocar (1906)
• Ajax (1901 and 1925)
• Akron (1900)
• Albany (1907)
• Alpena (1911)
• Alsace (1920)
• Alco (1909)
• Allen-Kingston (1908)
• Allen
• Allstate
• Alter (1915)
• Amco (1917)
• Ambassador (1921)
• American Austin (later American Bantam)
• American Chocolate (1902)
• American De Dion (1900)
• American Electric
• American Fiat (1910)
• American Locomotive Company (ALCO) (1909)
• American Mercedes (1905)
• American Mors (1906)
• American Motors
• American Napier (1904)
• American Piedmont (1917)
• American Simplex (1906)
• American Steamer (1922)
• American Underslung (1906)
• American Voiturette Company
• Ames (1910)
• Amplex (1910)
• Anchor (1910)
• Anderson (1907 and 1916)
• Anderson Electric Car Company (later Detroit Electric)
• Anhut Motor Car Company (1910)
• Apperson (1902) (see also Haynes-Apperson)
• ArBenz (1911)
• Ardsley (1905)
• Argo Electric (1912)
• Argonne Four (1919)
• Ariel (1905)
• Armstrong Electric
• Arnolt
• Atlas (1907)
• Atlas-Knight (1912)
• Atterbury (1911)
• Auburn (1900)
• Aurora (1905, 1907)
• Austin (1903)
• American Motors Corporation
• Autocar (1901)
• Autocycle (Vandegriff) (1906)
• Automatic Electric (1921)
• Automobile Fore-Carriage (1900)
• Automotor (1901)
• Avanti

 

I agree, also, the fact that CEO's were afforded mega-salaries and golden parachutes made it so they could do no wrong. Bean counters shaving a penny here and a penny there, compromising quality, and safety, so the CEO's could get huge bonuses based on stockholder payouts. Union contracts bloated beyond all sense with un-workable practices and benefits.
And now with the modern age of communication with computers, the public finds out about a lot of the under handed dealings. Like how Ford did cost studies and calculated it would be cheaper to pay out for defects causing fatalities than actually fixing the problems. Makes for great publicity, huh?
Is it any wonder, people go elsewhere.
But, think how it was back in the early part of the industry. So many makes, so much competition. Be great to buy a car from someone local, built by people from your own town. But word of mouth gets around too.
So if the town car manufacturer is prone to problems, word gets around. But look how simple to keep running that Ford is?

The Thomas Flyer and Pierce Arrow were reknown for their uncompromising quality. But they also were high end cars, out of reach of the average man.

 

The Pathfinder Automobile & The Pathfinder Co.

Pathfinder
The Motor Car Mfg. Co.
Indianapolis, IN
1912-1915 The Pathfinder Co.
Indianapolis, IN
1916-1918

The Pathfinder succeeded another great American Automobile called the New Parry in 1911 when the Parry Auto Co. failed due to lack of proper funding. New manager took over company and produced the New Parry in 1912 but not after.

Instead they produced several new American Automobiles such as the popular 1913 Pathfinder Cruiser with a Torpedo rear deck. The new Pathfinder competed with the high dollar Cadillac, Hudson and Packard when introduced in 1912. The first Pathfinder had a 118 wheelbase and was equipped with a four cylinder side valve Continental Red Seal engine. 1913 Pathfinders included a Model A Touring Car, Model B Phaeton, Model C Roadster and the Martha Washington Coach.


<center> </center> 1916 Pathfinder The Great - King Of Twelves

The following year a Model E Cruiser with Torpedo rear deck and a Delivery Wagon all with a new six cylinder Continental engine. 1914 Pathfinders were priced near the 3,000.00 mark with their new "V" shaped radiator. Two sizes of six cylinder engines were offered in 1915 and the four cylinders were dropped. A new body style called the Daniel Boone Touring car was offered to go along with the stylish Martha Washington Coach.

.
<center> <table border="0" cellpadding="5" cellspacing="0" width="100%"><tbody><tr><td valign="top"> <center>
1916 Pathfinder Magazine Ad </center> </td><td valign="top"> <center>
1916 Pathfinder Magazine Ad </center></td></tr></tbody></table></center>
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I know at least one Pathfinder exists as it was in this area for many many years. The one in the picture below looks like that car. Wonder where it is now????


Introduced in 1916 was the "Pathfinder The Great" which was "King of Twelves" according to the two 1916 magazine ads above.

<center>
Restored 1916 Pathfinder Twin Six V12 Touring Car </center>
<center> <table border="0" cellpadding="5" cellspacing="0" width="100%"><tbody><tr><td valign="top"> <center> </center> </td><td valign="top"> <center> </center></td></tr></tbody></table>
1913 Pathfinder Cruiser With Torpedo Rear Deck (right)
1913 Pathfinder Martha Washington Coach (left) </center>
<center>
1913 Pathfinder Touring Car </center>

 

The Parry Automobile & The Parry Auto Co.

Parry
The Parry Auto Co.
Indianapolis, IN
1909-1911 The Parry was an American Automobile manufactured by David M. Parry in Indianapolis, IN. David M. Parry owned a large horse drawn carriage business in the 1890s and built his first automobile in the early 1900s but it was not a success. In 1906, David Parry gained control of the Overland Company. However he got into financial troubles and in 1908 he sold the Overland Company to John North Willys.

By 1909, David M. Parry established the Parry Auto Company and built four passenger Runabout's with a 4 cylinder 35 horsepower engine and five passenger Touring Car's with a 40 horsepower engine. The first automobiles were built in 1910 and about 900 units were sold. This was far less than the 5,000 units projected.

<center>
1910 Parry Touring Car </center> The big automobile shown below is a 1910 Parry model 30 open Touring Car. These automobiles were equipped with large 40 horsepower four cylinder overhead valve engines.

<center>
1910 Parry 30 Touring Car </center> Due to financial problems David Parry left the company and The Parry Auto Co. restructured it self with new owners into The Motor Car Manufacturing Co. and began production of the New Parry in 1912. From 1912-1918 The Motor Car Manufacturing Co. was also producing another American Automobile called the Pathfinder. Due a labor and materials shortages caused by WWI all production stopped.

<center>
1911 New Parry Speed Roadster Model 39 Magazine Ad </center>

 

HJManiac said: "There were over 1800 automobile manufacturers in the United States from 1896 to 1930. Very few survived and only a few new ones were started after that period."


Jimi: You said a TON right there in just two sentences about the U.S. auto industry up to the keen "breaking point" of 1930. CARS & CAR HISTORY are a subject people can talk about and write about ALL DAY LONG.

But, really, there are some over-arching observations that cut through REAMS of details. Here are just a couple that I personally think were harbingers of things to come, even though they may have sneaked up on people gradually, almost unnoticed at the time:

(1) Of the few makes hanging in after 1930, those comprising the Big 3 accounted for some 90 percent of all car sales. That says a LOT about what had transpired during the Roaring '20s!

(2) The post-crash car market redefined what constituted a U.S. "luxury" car. Among independents, Packard grudgingly adapted and was the only luxury independent to make it through the '30s. And even the rich, generally, were less inclined to buy a Ruxton, DuPont or Peerless.

(3) As cataclysmic as the market crash was for the car industry, a large percentage of car companies had already expired between WWI and the Crash of '29. Simply put, they were victims of market forces, much more so than "unfair" competition. Surely, Henry Ford's ability to provide a serviceable car at a very low price was the major factor, but other companies were building quality, price-competitive autos, too, during that period, helping to squeeze out small companies and "regional" makes that just couldn't achieve competitive unit costs. Ford excepted, I don't think companies were pricing to DIRECTLY drive out competition; business always was about making profits. Competition was quite keen in the '20s, and it seems the public-at-large just accepted company failures as a fact of business life. Tragic news one day, lining a bird cage the next!

(4) Given that most independents that outlasted the depression years looked, financially, like a handful of shell-shocked frontline soldiers by 1940, it is a wonder ANY business interests AT ALL were willing to try and "get in" on automaking after WWII. Other than Henry Kaiser and Joe Frazer's effort, virtually all of the others amounted to little more than curious or entertaining footnotes on the long and winding road of American auto history. (And this is a Tucker fan saying this, too!)

 

The New Parry Automobile & The Motor Car Mfg. Co.

New Parry
The Motor Car Mfg. Co.
Indianapolis, IN
1912

In 1910 and 1911 David M. Parry produced an American Automobile called the Parry. Then in 1911 The Parry Auto Co. was reorganized into The Motor Car Mfg. Co. with new owners and the Parry automobile was renamed the New Parry. However, the only thing new was the higher price and a wider range of body styles.

Like the 116 inch wheel base Front-Door Roadster shown below that sold for $1350.00, had an extra juvenile dash seat and weighed only 2300 pounds. It was equipped with a four cylinder engine that developed 35 horsepower.


<center>
1912 New Parry Front Door Roadster </center>
New Parry automobiles also included a four passenger Phaeton that sold for $1400.00 and a five passenger Touring Car priced at $1450.00. In the magazine ad above claimed "There Never Has Been - since the birth of the automobile industry, better value than is being offered by the manufacturer today." They were talking about the automobiles made by The Motor Car Mfg. Co.


<center> 1912 New Parry Touring Car Magazine Ad

</center> This New Parry four door five passenger Touring Car had a wheelbase of 116 inches. Selling at $1450.00 this automobile was equipped with a four cylinder 35 horsepower engine. Another good example of a New Parry is the Model 37 four passenger Baby Tonneau shown in the magazine ad below. It's cost was $1350.00. It was just the thing for the small stylish family with it's quiet 35 horsepower engine and easy riding 116 inch wheelbase.

<center> 1912 New Parry Baby Tonneau Model 37 Magazine Ad </center> By the end of 1912 the new owners introduced the Pathfinder and stopped producing the New Parry.


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I've seen fiqures closer to 2500-3000 Auto Manufacturers in the early days but I'm sure it's like statistics. You can make them say any thing you want.

It always amazes me that some of the most beautiful automobiles ever made were built smack dab in the middle of the Depression, one of the worst economic times in history.

Some of those that did have money at that time did not want to be seen in there high end luxury cars, so they bought Brewsters which were basically put on a Ford Chassis. In my mind, if you were driving around in a Brewster Town Car, even if it is basically a Ford, it still says "Money"

The following is courtesy of The Brewster Car Society;

http://dons-neatstuff.com/brewster2.htm

BREWSTER & CO

New York

The Brewster Carriage Co was started in 1810 by James Brewster. They quickly gained a reputation for fine carriages and by 1827 branches had been established in New Haven, Connecticut, Bridgeport, Connecticut and New York City. The New York City branch was run by James' son Henry and ultimately became "BREWSTER & Co.". In 1878 they became the first and only American carriage builder ever to be awarded the coveted Gold Medal at the Paris Exposition. In 1883 Henry's son William joined the firm at the age of 17 and the slogan "Carriage Builder for the American Gentleman" was adopted.

In 1905 they built their first automobile, specializing in small well designed formal cars for use on the crowded streets of New York. By 1908 a variety of chassis were being used including Rolls-Royce. Their business had grown to the point that in 1910 they moved into a much larger facility in Long Island City. In 1914 they became sales agents for Rolls-Royce, Ltd. Starting in 1915 they built complete automobiles known as the Brewster Knight. These cars were built until 1925 when the Company was bought by Rolls-Royce of America which had been formed in 1919 in Springfield, Mass. Brewster then became the primary body builder for Rolls-Royce in the U.S. until 1931 when production of the Springfield Rolls-Royce ceased. From 1931 until 1934 Rolls-Royce Phantom II chassis were shipped directly to Brewster in Long Island City. Early in 1934 Rolls-Royce of North America was dissolved. The Brewster building in Long Island City reverted back to the Brewster family. Mr. J. S. Inskip, a faithfull employee and now part owner of Brewster and Company, took over the operation of the company in an effort to save it from the on-going effects of the "Great Depression".

In 1934 Brewster, under the guiding hands of J. S. Inskip, purchased about 135 Ford chassis (the number of chassis bought is in some question). These chassis were stretched from 112 inches to 127 inches and a completely new body was designed by Mr. Inskip. Nearly the entire Ford running gear was utilized. The Heart Shaped Grill was the trademark of this new offering which sold for $3500 in any of four different body styles. There were Town Cars with an open chauffeur compartment, 5 and 7 passenger enclosed drive Limousines, 4 and 5 passenger Convertible Sedans, and 2 passenger Roadsters. Town Cars accounted for nearly two thirds of the Brewsters built.

Unfortunately, by the summer of 1936, Brewster and Company was nearly at the end of their existence and on August 18, 1937 the Company assets were sold at public auction. However, there were a few cars built by Mr. Inskip which carried the Brewster name after that time.

Brewster Survivors as of December 2005​

Some of these cars have only been accounted for but not verified.​

​

​

 

SunRoof, VERY much enjoyed reading the article (w. PHOTOS!) on Brewster !!! If anyone reading is not familiar with the U.S. car biz in the first half of the 20th Century, I think they should be made aware that NOT ALL companies in the business ALWAYS built complete cars -- or even cars under their own nameplates.

As YOU point out, Brewster was one of the companies that saw the industry from BOTH ends. Yes, their name was and still is one of the most respected in the coachbuilidng craft!!!

Help me, as I am a bit confused on a point I clearly remember. That is, a few years back, I was blown away by a gracefully PETITE mid-'30s Buick sedan at a car show here in central Ohio. It was clearly marked as a "Brewster-bodied" Buick, however, it did not have the signature heart-shaped grille shown in your photos. SO, there must be a little more info, I guess?

 

SunRoofCord said: I've seen fiqures closer to 2500-3000 Auto Manufacturers in the early days but I'm sure it's like statistics. You can make them say any thing you want.

Jimi: Me too. And THERE is the rub!!! I feel we need to take a look -- once again -- at definition of terms. WHAT, actually, constitutes an auto MAKE???? I asked the question recently whether some starry-eyed, wanna-be inventor putting a "motor car" together out of parts ordered from Chicago (over-simplification, but you get the point) really constitutes a legitimately recognized MAKE. I've come to the conclusion that the term was never formally defined of codified; and SO, lots of one-offs and never-WUZ cars get their builders' and designers' names on some gigantic, official (?) list of ALL U.S. Car Makes.

The NUMBER is not nearly as key, if you ask me, as nailing down what a legit make is. The alternative SEEMS to be including cars that either had only one built -- or even some that didn't get "off the drawing board."

IF we agree to go BROAD, let's at least get specifics insofar as possible. heck, I wouldn't mind looking at an Exner Fire Arrow or a '56 Mark II retractible, you know?

 

BREWSTER BODIES ON OTHER MAKE CHASSIS​

Many of these bodies were most likely mounted on 1934 to 1936 FORD chassis, originally. ​

​

1937 Buick Rolls-Royce​

​

1936 Buick 1940 Buick​

​

Rolls-Royce 1936 Buick

Courtesy Brewster Car Society
​

 

This 1936 Buick Series 80 Town Car wears coachwork by Brewster and Company. It rides on the chassis of the top-of-the-line Buick Roadmaster platform and fitted with an eight-cylinder OHV engine that produces 120 BHP. It is a one-off design and has been accepted as a Full Classic by the Classic Car Club of America. It won an award at the 2006 Newport Beach Concours d'Elegance and won a preservation class award at the Meadow Brook Concours.

In 2009, this Brewster Town Car was offered for sale at the Gooding & Company auction in Scottsdale, Arizona. The car was estimated to sell for $75,000 - $100,000 and was offered without reserve. The lot was sold for a high bid of $57,200, including buyer's premium.

 

SunRoofCord said: "It always amazes me that
some of the most beautiful automobiles ever
made were built smack dab in the middle of
the Depression, one of the worst economic
times in history."

Ya mean something like THIS ?

Tom La Ferriere's '35 Packard V-12 convertible sedan,
a real show-winner! Courtesy of HAMBer Jim Dillon

 

You may have to "Ask The Man Who Owns One" on that particular make.

 

Here's a little more detailed history on Brewster from Wikipedia

In 1804 James Brewster became an apprentice to carriage builder Colonel Charles Chapman when he was 16 years old. He considered pursuing a life of military, achieving Lieutenant in the Northampton militia, and ultimately deciding "coachmaker with a competency" sounded better than "General Brewster". James had 30 dollars when he completed his apprenticeship and would head for New York in 1809, but there were delays along the way.

James was exploring New Haven, Connecticut, and had walked into a carriage manufactory. He became journeyman under John Cook, who owned a carriage making shop. By 1810, he had finished working under Cook, saved 250 dollars, gotten married, and opened up his own carriage shop, Brewster Carriage Co.

His coaches were of exceptional quality, and in a few years he would need to expand. James purchased the carriage shop of John, his former employer.

Brewster carriages began to get noticed in the larger cities, and he opened up a showroom and warehouse on Broad St. in New York City. To keep his best workers loyal, James would pay the highest wages, in cash every week. In contrast, other small establishments paid on and off, and not always with cash.

Later, James would retire, with his sons Henry running the New York branch, which became Brewster & Co. and the elder, James B. running the rival firm J.B. Brewster & Co. In 1883, Henry's 17 year old son William joined the company. After traveling about Europe to see and learn from the finest coachbuilders, William came home with extremely discerning eye, scraping an 'X' on finished body panels that showed imperfection with a pen knife, forcing a complete re-finish. Soon later, he adopted slogan "Carriage Builder for the American Gentleman."

Brewster & Co. would present the following carriage configurations at the Paris Exposition in 1878: Brougham, Lady's Brougham, Cabriolet, Landau, Racing Sulky, Road Wagon, Park Drag, American Trotting Phaeton, Lady's Phaeton, T-Cart, Two-Wheeler, a double-suspension Victoria, and a Whitechapel Wagon.

To the surprise of everyone, Brewster won the Gold Award, the highest honor. His was the only American firm to win such at the Exposition. Henry was even personally awarded the Legion of Honor by the leader of France, while his employees would receive honors as well.

Brewster would receive many more honors at the 1893 Chicago World’s Fair (aka Columbian Exposition, marking the 400th anniversary of Columbus sailing to the New World.) I

n 1905, Brewster would become importers for Delaunay-Belleville, the most desirable French car of the time. This would mark their first venture into automobile body building, and beginning their history of providing coachwork for prestigious autos.

From 1915 Brewster produced its own cars, called the Brewster Knight, recognizable by their oval radiators, patented leather fenders, and featuring the quiet and costly sleeve-valve Knight engine, until 1925. [edit] Rolls-Royce

Before 1914, most Brewster vehicle sales would be on Delaunay-Bellevilles, along with other French makes. In 1914, Brewster was carefully chosen as sales agents for Rolls-Royce, Ltd. and would be the main body suppliers for Rolls-Royce in the U.S.

By 1925, Brewster's car had few sales, trading with Europe had resumed, and Rolls-Royce of America was expanding and gaining bargaining power against Brewster. Executives from Rolls-Royce of America and Brewster met, and decided on the purchase of Brewster & Co. and their debt. Rolls-Royce would have cars fitted with temporary seats and protection, and driven from their Massachusetts plant to the Brewster building in Long Island City to have bodies installed. The Rolls-Royce showrooms would soon offer 28 standardized body styles, deliver cars to customers quicker, and for a lower price. Customers would be able to purchase models directly from the showroom as well.

After Rolls-Royce of America folded, from 1931 to 1934 Rolls-Royce Phantom II chassis were shipped directly from Britain to Brewster's large facility in Long Island City by Brewster, as well as by dealers and individuals.

By this time in the Great Depression, there was strong sentiment against the wealthy (and the archetypal Brewster-bodied Rolls-Royce) and Brewster was not selling well. In 1934 employee J.S. Inskip, who had taken control of operations to save Brewster from the Depression, purchased 135 Ford V8 roadster chassis and designed a body for it, identified by its swoopy fenders and a heart-shaped grille. 15 were made with the 1935 Ford grill. Stylish and sold for only $3,500, it was a hit at the 1934 New York Auto Show. The bodies were worth more than the chassis. These cars were registered as Brewsters and sold at Rolls-Royce showrooms, and were not branded as Fords. Edsel Ford acquired the first shipped example, which was the third Ford Brewster ever built. It is one of Edsel Ford's few personal cars and still survives today in remarkable condition, unrestored. Inskip marketed the car to New York celebrities (see Notable Owners), with whom it became popular.

The Ford Brewster project was initially profitable. Soon Brewster was taking losses and her bondholders and directors would claim something needed to be done. They insisted on closing down the firm and in July 1935, bankruptcy proceedings were instituted.

On August 18, 1937, the company was sold at public auction.

Fame "You're the top! You're a Ritz hot toddy. You're the top! You're a Brewster body." The coachbuilder was immortalized in the Cole Porter song, "You're the Top" and is the only American to ever win the Gold Metal at the Paris International Exposition, a gathering of Europe's finest coachbuilders.

The manager of New York's National Horse Show, Edward King, was once asked whether he considered Brewster to be the Tiffany of carriage manufacturers: "My opinion is that Tiffany was the Brewster of jewelers." (indeed Tiffany was the younger company.)

Colonel Paul Downing for American Heritage Magazine, wrote in 1956: "However, it is doubtful that it can honestly be said that America took her place in the world of really fashionable carriages until the firm of Brewster & Company of Broome Street took the lead. It became a saying in the trade that a new style was of no value until it was established by Brewster."

* Brewster kept records of all family crests and colors of its customers. The Astors' was a blue, J. P. Morgan's dark green, and the Vanderbilts' was a shade of maroon. These reserved colors would sometimes make it difficult for new customers to choose a body color.

* Brewster formulated a secret oil-based finish, which required much less maintenance than varnishes used at the time. Other firms tried and failed to duplicate it. * The company would build its own cars after the sinking of the Lusitania. They were smaller than the chassis it normally built upon, for navigating the streets of Manhattan. They cost as much as "a Packard Twin Six limousine plus a fleet of five Model T Ford road*sters."

* In response to chauffeurs regarding glaring street lights at night, Brewster styled a windshield with a four-pane design after much research. Although it wasn't patented, it became known as a "Brewster windshield" and was widely copied by body builders and production automobiles.

* Brewster was unique among coachbuilders, because they often sold complete cars, as well as building their own.

* The Brewster and Co. Aircraft Division was founded in 1924, and did not fare well during the Depression. It did produce a scout bomber (XSBA-1), and won a Navy contract to build F2A fighters.

* Brewster has also made speedboat hulls. * Brewster made children’s pony carts as well as coaches designed to hold 20 or more people.

* The Brewster-bodied Ford chassis Town Car with heart-shaped grill is the only classic Ford designated by the Classic Car Club of America.

* Many automotive engineers and designers had their start at Brewster. The designer and engineer of Pierce-Arrow's cast-aluminum bodies from 1904-1920, James Way, first worked at Brewster. Head of Lincoln's coachbuilding division Henry Crecelius Sr. was persuaded to work there by Edsel Ford, from Brewster. Raymond Dietrich started at Brewster as a draftsman before being fired for secret designing for other makes. Harry Lonschein founded Rollston after starting out at Brewster.

Notable Owners:

* Louis Comfort Tiffany - Brewster's second gasoline auto chassis, a Panhard et Levassor * John D. Rockefeller, Sr. - His Crane-Simplex had two Brewster bodies, for summer and winter. It is one of the last remaining Rockefeller Family cars.

* John D. Rockefeller, Jr. - Also owned a Crane-Simplex.

* Vincent Astor

* Edsel Ford - Purchased the first Brewster-bodied Ford available, it was the only one made with the standard Ford grille instead of the Brewster heart-shaped grille, and had the standard Brewster dash rather than the Ford dash which was usually installed.

Entertainers/Ford Brewster owners:

* Al Jolson - A known enthusiast of the new Brewster, owned four and two-seat convertibles

* Cole Porter

* Lily Pons

* Gertrude Lawrence

* Fred Waring

* Victor Moore

 

EARLY BREWSTER CARS - 1915 TO 1925

​

​

1915 Town Car 1915 Roadster 1917 Sedan ​

​

1915 Topps Card


Courtesy Brewster Car Society
​

 

I would call that quite a bargain.

 

What was that Harley Earle said?



1933 Pierce-Arrow "Silver Arrow." Only five were produced,
one being show -- to raves -- at the worlds fair. Only THREE are
known to exist today. Actually, it looks like Bentley borrowed
heavily on Pierce designers' talents, decades later! (With mods,
the V-12 Silver Arrow was marketed in '35 and '35 but could not save
the company during the Depression years, alas!)

 

Now, here's a couple of BEAUTIFUL cars from the Depression era. It's all in the EYES of the beholder. I'd take the brougham but I wouldn't turn down the Convertible Coupe either. I just find the earlier Pierce Arrow body style more appealing. I Never cared for the Silver Arrow that much but it is a significant car. The silver Arrow Design was carried into 1934 but in coupe form.

 

Actually, I like the two-door Silver Arrow design better then the original four-door design.

1933-1935 Pierce Silver Arrow

The Great Depression had cast a long, deep shadow over America by 1933.

Those who attempted to shake off the gloom by attending the World's Fair in Chicago saw three very special autos, not the least of which was a Pierce-Arrow; however, the 1933 Pierce Silver Arrow would soon be introduced.

​

Pierce-Arrow dubbed the Silver Arrow"The car of of 1940 -- in 1933."

The 1930s may be hard for many to comprehend now, but the facts are there for all time. By 1933, America was a nation looking for work. Unemployment ran one in four nationally and was much higher in cities. Banks were shut against depositors unable to get at their own savings. Former millionaires were begging for low-wage jobs.

There was no government-sponsored work relief, let alone medical- or family-aid programs. The record seems to indicate that Franklin Delano Roosevelt probably did not save the republic for capitalism, but those who remember the Threadbare Thirties can be excused for thinking he did.

Whatever the success or failure of his programs, FDR imparted something else that was, in the end, more important: hope. Still, it took a new world war to end "hard times" for good.

The automobile industry reflected the national misery. From a healthy 4.5 million cars in 1929, annual production slid to barely a million in three years.

Ford, which had once built 1.8 million cars in a year, settled for 335,000 in 1933. Among smaller manufacturers, bankruptcies, mergers, and desperation tactics were legion. The Great Depression was especially hard on luxury makes, whose market almost disappeared.

Peerless and Marmon, two of America's grandest marques, built beautiful Sixteens that nobody wanted, and both companies were gone by 1933. Even their stronger competitors had trouble. It wasn't simply that former Cadillac, Packard, and Lincoln customers could no longer afford those cars -- many had marshalled their money and insulated themselves from the slump -- but that those who could simply preferred not to be seen in them.

For a couple of years after the Wall Street Crash, the nation acted stunned, for it had never seen anything like this before and its leaders seemed powerless to cope.

Slowly, however, the country's spirit revived, and though the economy only got worse into 1933, institutions public and private began putting on a brave face, fearing nothing but fear itself, projecting dreams of a bright new future just around the corner.

Roosevelt signed the Federal Emergency Relief Act and an alphabet soup of other "New Deal" programs, Hollywood produced 550 films (one of the few entertainments people could still afford), Robert Byrd began his second South Pole exploration, Sir Malcolm Campbell broke the land speed record at over 270 mph, the New York Giants beat the Washington Senators four games to one in the World Series, and Chicago proclaimed a "Century of Progress" at its World's Fair Exposition on the shores of Lake Michigan.

Auto manufacturers looked upon all this with their traditional enthusiasm, trying to comprehend how they might turn disaster into opportunity.

Luxury-car makers dealt with the situation in various ways. Cadillac, though sheltered under the large General Motors umbrella, cut back hard on production, but Lincoln output tapered almost to a halt, then was restored by the streamlined, medium-priced Zephyr starting in 1935. Packard, still proudly independent, sought salvation with its slightly lower-priced 1932 Light Eight, failed, then planned a still-cheaper volume product that emerged in 1935 as the company-saving One Twenty.


<center>
The tapered decklid was bounded on the top by
a slim, inset backlight and on the
sides by pointed rear fenders.</center>

All three of these leading luxury makes brought out specials and show cars for the round of 1933 automobile shows, culminating with the Chicago fair. Their onetime archrival, the still highly respected Pierce-Arrow Motor Company, followed suit with its own stunning creations.

By the autumn of 1932, when the Silver Arrow project began, the Depression was still worsening and both Pierce and Studebaker were deep in trouble.

Erskine's company had continued to pay dividends out of capital reserves, even while sales were dwindling, which forced Studebaker into receivership in 1933. Erskine resigned in despair, then committed suicide soon afterwards.

Pierce-Arrow, meanwhile, lost $3 million on sales of only $8 million in 1932, when volume plunged to 2,692 units. Like Studebaker, Pierce had underestimated the Depression's severity.

The dynamic Roy Faulkner, former president of Auburn, took over as sales vice president that fall. No sooner had he arrived in Buffalo than he received a call from a young stylist named Phil Wright, who proposed a Pierce supercar. "Why not?" we can imagine Faulkner asking himself. "Nothing else has worked. This might."

Phil Wright was still in his twenties, but he packed distinguished experience with two coachbuilders, Union City and Murphy, and with a major manufacturer, General Motors.

Wright's Silver Arrow concept originated from his time with GM's original Art & Colour Section styling department during one of the many exercises in "futuristic design" held by A&C's founder, Harley Earl.

<center>
Although the Silver Arrow was to use Pierce's 147-inch
wheelbase, the chief body engineer for Studebaker
chose Pierce's 139-inch chassis for the car.</center>

Among Phil's contemporaries were Gordon Buehrig, whose future concept was the famous Cord 810, and John Tjaarda, who evolved his ideas into the Lincoln-Zephyr. After being laid off due to Depression budget cuts, Wright took his ideas to Pierce-Arrow with Mr. Earl's approval.

Working at home, Wright created a 1/8-scale clay model and delivered it along with his conceptual drawings to Faulkner. Enthusiastic, Faulkner endorsed the proposal with Studebaker management in South Bend, which agreed to handle development work. "Although both companies were at rock bottom, Studebaker had more design and construction talent," Wright recalled.

Wright's shape was nothing less than revolutionary. Citing it as an automotive styling landmark for Road & Track in 1955, the late designer, instructor, and critic, Strother MacMinn, wrote that the Silver Arrow was "considered by almost everyone to have been ahead of its time ... [the] first in this country with slab-sided styling [although] it suffered with compromises (such as a high frame) like many pioneers."

Compromises did indeed occur. James R. Hughes, Studebaker's chief body engineer, who handled the development, made one drastic change immediately, selecting the 139-inch Pierce-Arrow chassis instead of the 147-inch wheelbase on which Wright had based his clay model, and requisitioning a group of these chassis from Buffalo.

"This meant relocating the rear seat over the rear axle and raising the roofline," Wright commented, though it probably gave the car better proportions, with a more close-coupled look.

Out back, Hughes threw in some ideas of his own, incorporated from a rejected design for a fastback 1933 Commander created by Studebaker stylist J. Herbert Newport: an inset backlight and tapering, pointed rear fenders. The Silver Arrow was thus one of the first cars where the rear had as much styling importance as the front.

Designing the 1933 Pierce Silver Arrow was not an easy task because like so many other dream cars, the Silver Arrow had an impossibly short deadline; the New York Automobile Show of January 1933.

<table align="center" cellpadding="3" cellspacing="0"><tbody><tr><td><center>
Features like hidden horns, recessed door handles,
and flush-fitting fender skirts all helped make
the Silver Arrow's appearance more sleek.

</center></td></tr></tbody></table> Get one car done by January 1, Hughes was told, and worry about the rest later. Ultimately, Pierce built five 1933 Silver Arrows.

Paul J. Auman, late of Fisher Body but then superintendent of Studebaker's body prototype department, wrote about the job 30 years ago: "Working with us were about 30 men and helpers, all skilled craftsmen with years of experience. Not only were they good, but they were fast. The work went on around the clock. By the last week in October, the full-size body draft was completed. Work on pine models for parts had already begun which were then translated into hardwood hammer forms upon which all steel body parts were made. The largest panel, the roof, was hand-hammered out over a maple form. All steel panels were welded together."

<table align="center" cellpadding="3" cellspacing="0"><tbody><tr><td><center>
Front-fender compartments were easily large
enough to secure the car's dual spare tires.

</center></td></tr></tbody></table> Aside from the traditional archer mascot and fender-headlamps, the Silver Arrow resembled no other Pierce. "Even the headlamps were a combination of tradition and innovation, being mounted high, their line flowing up and back past the doors and sweeping down to the tail."

Because the baggage compartment was small and the front fenders long, the latter housed the twin spare wheels in special lockers, opened by remote controls in the dash.

Aerodynamics was in its infancy then, but the engineers knew enough to hide the horns under the hood, set the parking lights into the headlamp and taillamp shells, and apply flush-fitting rear fender skirts. Even the door handles were recessed pull types, not unlike those on today's cars.

<table align="right" cellpadding="3" cellspacing="0"><tbody><tr><td><center>
Fine broadcloth, leather,
and wood lent even more
elegance to the interior.
</center></td></tr></tbody></table> MacMinn thought the fenders and frame a bit high, but they dictated a floor set well below the frame side members, something Hudson would dub "Step-down Design" 15 years later.

A vee'd windshield led to a smooth, sharp roofline, which ended with a notched, slit-like rear window that almost seemed an afterthought and certainly obstructed visibility.

Paul Aumun added: "The side windows were framed in a metal molding which flowed from the outer edge of the windshield back along the entire length of the car, passing on either side of the trunk lid down to bumper level. This served both to stiffen the panels and to facilitate the separation of the two-tone paint treatment. The cars were originally painted a two-tone tan, the darker shade being above the beltline."

<table align="center" cellpadding="3" cellspacing="0"><tbody><tr><td><center>
The Silver Arrow's windows were surrounded by a
metal molding that ran all the way down the
bodysides -- and opened up two-toning possibilities.

</center></td></tr></tbody></table> In overhead view, the Silver Arrow bears a certain resemblance to another ahead-of-its-time car, the famous Tucker "48." But Preston Tucker's dream was hopelessly impractical and forbiddingly expensive to build. The Silver Arrow was not, what with its conventional chassis and a production powerplant, albeit an exotic one.

Being a Pierce-Arrow, it was luxuriously trimmed inside, with diamond-pattern broadcloth set off by leather over heavy-wear surfaces and hand-finished curly maple. The rear compartment contained an auxiliary speedometer, a clock, a rear radio speaker, and Pierce's traditional fixed center armrest.

<table align="center" cellpadding="3" cellspacing="0"><tbody><tr><td><center>
Essential gauges were centered in the dash
in typical early-1930s fashion.

</center></td></tr></tbody></table> Evidence suggests that the 1933 Silver Arrow was as fast as its swoopy looks implied. Although curb weight was no less than 5,700 pounds, the factory claimed a top speed of 115 mph, and no one has suggested this was much of an exaggeration.

But with a price tag of $10,000 -- as much as three or four suburban bungalows in 1930 -- the Silver Arrow would clearly serve dealerships only as inspiration. It was Pierce-Arrow's contribution to the nationwide preoccupation with better times a-coming.

An improved design for the 1933-1934 Pierce Silver Arrow was the next objective for James Hughes and his team, after they made their short deadline for the 1933 model.

<table align="center" cellpadding="3" cellspacing="0"><tbody><tr><td><center>

Pierce-Arrow attempted to extend the 1933 Silver
Arrow's cachet to its regular line in 1934, but on a coupe.

</center></td></tr></tbody></table>The first Silver Arrow was a sensation in New York. According to Auman, the second car went to Buffalo on the 12th, while number three was shipped to Chicago on the 26th for the upcoming "Century of Progress" fair. Cars four and five reached Buffalo in February.

Number three was later rescued from a Cicero, Illinois, junkyard by the late well-known collector Henry Austin Clark, Jr. He used to say that he'd found bullet holes in the trunk and so presumed the car was owned for a time by the Capone mob. Besides that car, at least two other survivors exist.

It was an age of supercars and super dreams, so we should not pause long over the logic of building a car that cost the price of three houses in rock-bottom 1933.

Other companies did the same: Cadillac with its aerodynamic special for Chicago, Packard's famous close-coupled Dietrich sedan, the fair's "Car of the Dome."

But as Maurice Hendry considered a quarter-century ago, "the only design among all these that would have stood a chance as a concept in the postwar decade would be the Silver Arrow."

Evidence suggests the Silver Arrow did boost Pierce's morale and, briefly, prospects. Twelve-cylinder sales rose 200 percent in January 1933, 130 percent in February, and were 55 percent better through October versus the year-earlier period.

Then came strikes at tool-and-die makers, and a lack of cars cost 300-400 sales in November and December. Studebaker made up the losses before going bankrupt in early 1933.

Pierce-Arrow was ordered sold, and by August it was independent again, reorganized under a group of businessmen and bankers to break even at 3,000 cars a year. Unfortunately, 1933 sales fell short of that mark by a third (2,152).

<table align="center" cellpadding="3" cellspacing="0"><tbody><tr><td><center>

Seats and interior door panels were covered in leather.

</center></td></tr></tbody></table>Nevertheless, the 1934 Pierces were thoroughly improved, offering adjustable rear seats, draft-free ventwing windows, and updated styling announced by more rakishly tilted radiators. As before, the two V-12 series, the 1240 Salon and 1248 Custom, were almost made-to-order cars.

The 840 Eight was more humble, and April introduced a pair of even cheaper 836A models with a modest 136-inch wheelbase, a 366-cubic inch engine (versus the regular 385 eight), and prices as low as $2,195. Other 1934 Pierces ranged from $2,795 to $4,495.

Among them was a fastback two-door style that was called Silver Arrow but looked nothing like the show stopping 1933 four-door. Available as an Eight or Salon Twelve on a 144-inch wheelbase, it has been denigrated by some as a loss of the pure, original concept -- but that has gone on since the first dream car was created.

In fact, Pierce styling for 1934 to 1935 was beautifully evolved and streamlined, benefitting from the Silver Arrow experience. Anyone who owns a "production" Silver Arrow has one of the Classic era's most splendid cars.

<!-- dtl_id=462274 //--> Alas, good styling, V-12 luxury, superb craftsmanship, and a patrician image were not enough to stop declining sales by the time the 1934-1935 Pierce Silver Arrow models were produced.

<table align="center" cellpadding="3" cellspacing="0"><tbody><tr><td><center>

The Silver Arrow continued into 1935 on the same
144-inch wheelbase as the year before. New louvers
were among the changes seen on the final model.

</center></td></tr></tbody></table>By mid-1934, former general manager Chanter, who'd been brought back by the new management, found sales slipping and money running out with a $681,000 loss.

Seeking funds from the Buffalo community and New York banks, he managed to raise about $1 million, but Pierce was still forced to sell its retail sales branches.

After just 1,740 registrations in 1934, the company was reorganized and began again in May 1935, only to end that year with just 875 orders.

Somehow, Pierce managed more than 30 improvements for its 1936 line, which lacked a Silver Arrow but boasted more power, the industry's first vacuum-assisted brakes, standard overdrive with automatic freewheeling, and fresh styling.

Despite all that, sales declined to 787 amid increasing rumors of mergers, new stock issues, and yet another reorganization. When the little-changed 1937s managed a paltry 166 sales, money sources dried up completely, and Pierce declared bankruptcy for the final time in December 1937, a mere two months after announcing its 1938 models (of which an estimated 17 were built).

In the end, the original Silver Arrow could not reverse its maker's fortunes any more than the Avanti could singlehandedly save Studebaker 30 years later.

Yet it was rightly billed as "The car of 1940 -- in 1933," and it's fascinating to think about how it might have evolved had Pierce survived or found a corporate savior, as Lincoln had much earlier.

The Packard Clipper (styled 1939, announced 1941) still looked up to date after World War II. Would not a 1941 Silver Arrow, designed along the same enlightened concepts of Phil Wright and James Hughes, have stood an equal chance? Almost certainly history might have been different.

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</td></tr></tbody></table>

 

Agreed, no one threw Pierce a lifeline. At least Lincoln, struggling in the mid-'30s, had the wise Edsel Ford secretly developing the new V-12 Zephyr, which would put the Lincoln Div. back on solid ground by increasing Lincoln sales some 10 times over. Yeah, Zephyr!!!

 

Okay, don't have any pics, but heres some names of some that I don't know were mentioned before or not, its hard to look up 43 pages to see!!

Willys-Knight
Peerless
Star
Kissel Car; I know this one was built in Hartford WI
Hupmobile
Case; yes just like the tractor company

Michael

 

All you have to do is go to the top of the thread and look in the red bar for a box that says "Search This Thread". Click on that and you can put the name of the car your looking for in there. Only the posts in the thread with that make mentioned will come up.

All of the makes you mention have surviving cars. None are extinct. Case has already been talked about in the thread. The others will probably come up at some point..

Hope this helps you out.