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

1926 Rehberger Tow Truck





This 1926 Rehberger is in mint running condition and is series number 148. The Rehberger was made from 1923-1938 in Newark, NJ by Arthur Rehberger and Sons. It was an assembled product produced in small numbers for sale mainly in the Newark area. Under 100 trucks were produced between 1923 and 1930, as Rehberger's bus business took on a major importance in 1927. During W.W.II the firm produced heavy-duty trailers, many for the US Navy and shipbuilders. Plans to reenter the truck field after the war never materialized. this particular tow truck was originally owned by Valley Transportation Co., a Bus and Trolley business located in Lemoyne, PA.

 

Just checked the Horseless Carriage Club Of America directory and there are 9 Waverleys listed, two are electics, a 1900 Waverley Electric 8 dos a dos right here in Mn. owned by a guy I know and a 1903 Waverley Electric Road Wagon that was in the O'Quinn collection in Texas. Off to the car show for me www.gstarod-custom.com

 

<TABLE style="TEXT-ALIGN: center" cellSpacing=0 cellPadding=0 width=300 border=0><TBODY><TR><TD id=prodImageCell width=300 height=300></TD></TR><TR><TD class=tiny>

It's not April 1, so this isn't a joke, folks! The BULL Moose and BABY Moose were
made in St. Paul, only in 1914. So they
are scarce as hens' teeth. No pix found,
so here's a "cruelty-free" inflatable
moose, thanks to Amazon.com.
There were actually scores and scores of cars built in Minnesota, so why's this one
so rare (beyond the ONE-year obvious
thing)? Anybody know anything about
these cars, or are they rarer than REAL
moose??? Quick, dial up Frostbite Falls
Information! ​

</TD></TR></TBODY></TABLE>

 

<TABLE border=1 width="100%"><TBODY><TR><TD width=195>MOOSE JAW STANDARD</TD><TD width=97>1917</TD></TR></TBODY></TABLE>
Canadian Standard Auto Tractor Co., Moose Jaw,
Sask. (sometimes known as the Continental). Only five cars were built, one for each director of the firm.

Look for one thing.......find another!

 

Even now it's sad to think of as an extinct breed, but here's pics of my old '65 Plymouth Belvedere 2 door post, complete with 318 poly, Torqueflite, radio delete, but add-on air!

 

Must be obscure as I don't find it listed in the Minnesota auto manufacturers catalog.
http://collections.mnhs.org/MNHistoryMagazine/articles/43/v43i03p093-112.pdf

 

Did find out though that the Baby Moose and the Bull Moose were cyclecars made by the Bull Moose-Cutting Automobile Co. St. Paul Minnesota

 

Cutting is one of those curious names that caught my attention long ago, but I think this is the first time it's come up, in any context, on this thread. The juxtaposition of Cutting and the Bull Moose/Baby Moose of 1914 marques creates more mystery than it solves, IMO!

SWI, the fact that you established that the latter were cyclecars surely helps. Another one of those instances wherein one might think himself CRAZY, unless some other person or source confirms that there really WAS such a thing! LOL. I heard what you said about the Minnesota Auto Manufacturers Catalog; yesterday, I ran onto an AACA list that was specific to Minnesota, and THERE were the Bull Moose and Baby Moose, as well as the seemingly very rare Luverne (aka Big Brown Luverne), which we're discussed before. Most other makes on the LENGTHY list were rather more familiar names.

The Cutting does sound like a pretty interesting make, though! WIKI states that they were built in Jackson, MI, in 1909-11 by the Clark-Carter Automobile Co., then the Cutting Motor Car Co., from 1911-12. For their time, they are said to have been quite powerful, using engines of 30-60-hp from Milwaukee, Wisconsin and Model. Cuttings were even entered in the first two Indy 500 sweepstakes races! Wow. Though prices ranged reasonably between $1,000 and $1,500, the company -- WIKI says -- went under in 1912 for lack of sufficient capital. They struggled to make their final few cars, apparently in 1913. [NOTE! HAMBer 37Kid said a couple of months back that there IS a Cutting auto located on Long Island!]

But here, it seems, a mystery arises. The Bull/Baby Moose were made in St. Paul, only in 1914 by the Bull Moose-Cutting Automobile Co. Could there be TWO companies with the rather singular name Cutting in their corporate title -- and, YET, unrelated? And separated by time and geography??? Far from a certain assumption, BUT it's tantalizing, isn't it?

As often happens, we are left with questions and could surely USE more hard facts and a pic or two! Sheesh, this theme is fascinating, addictive BUT can be elusive in the pursuit!!!!

 

RE BullMoose-Cutting: Okey-dokey there HJ. Do you mean that you get the impression they shifted base-of-ops (from MI to MN) and at least TRIED to make a different -- and marketable -- vehicle? I could surely believe it (and, in fact, that's my suspicion on this mystery).

 

Cutting Motor Co.1909-13
Jackson, Michigan
Formerly C.V.I. Motor Co.
Absorbed by Clark-Carter Automobile Co. 1909
Absorbed by Cutting Motor Car Co. 1912
Property bought by Wm. M. Thompson 1913

Now note, the Moose-Cutting was in 1914, in a different state.
But I also found the reference that this company was "formerly Continental Cyclecar.

Continental Cyclecar 1913-1914
Continental Engine MFG. Co.
Minneapolis, Minnesota
Chicago, Illlinois

 

Hey, SWI. Well! The story got stranger, BUT it would seem the picture is coming into focus now, eh?

(AND, if I read you correctly, you don't think the Michigan Cutting company had anything to do with the Minnesota operation, right?)

 

AMERICANAUTOMOBILES.COM SAYS: The Continental cyclecar was made by the Indiana Motor & Mfg. Co. Minneapolis, MN, and used an air cooled, four-cylinder T-head engine. So, though we don't have pix, this gives at least the general impression that the Continental and, probably, Mooses were pretty typical of other cyclecars.

 

I was pretty taken aback when I ran across this odd contraption on Royal Feltner's neat site, EarlyAmericanAutomobiles.com. It's an Indian Tricar from 1905. I was even more surprised to find that there's a good deal of info on the 'net about these, and they're a big deal among motorcycle fans. Indian supposedly listed this package in its catalogue, and the kit reportedly could be bolted onto any Indian motorcycle. "Tricar"? Kinda looks like a motorized rickshaw to me, but I guess they had to call it SOMETHNG, eh?

 

Perhaps they called it a Tricar because Amerciacan Bicycle Company already produced the TriMoto in 1900 and 1901.


<TABLE border=0 width=424><TBODY><TR><TD height=336>

1901 TriMoto Crescent 2-Seater ​

</TD></TR></TBODY></TABLE>

CHRONOLOGICAL HISTORY OF THE BRAND "CRESCENT" and "TRIMOTO" (1900/1901)

[SIZE=-1]1900: the Trimoto are designed by John Lawson, sponsored by the American Bicycle Company and built by "Western Wheel Works" and sold "Crescent", the latter two being divisions of the ABC.[/SIZE] [SIZE=-1]They are powered by gasoline motors and air-cooled[/SIZE]

[SIZE=-1] 1901: refocusing activities[/SIZE]

 

Now, THOSE were some odd-looking machines!

 

The well-known John Deere company once made automobiles -- but not for long! They were actually very sound cars offered in an array of body styles, and early orders poured in faster than the Deere-Clark plant in Moline, IL, could build the cars, a problem further compounded by a labor strike. Ouch!

Reliability and durability were stressed during the cars' planning stage which, ironically, lasted longed than the 14 months in 1906 and 1907 when Deere cars were actually built. Some say that the advanced age of Deere heir Charles Deere prevented him from being more involved in the enterprise. But ultimately, prices about twice those of Fords, coupled with inability to deliver cars when promised resulted in the only significant manufacturing black eye John Deere ever endured. Only around a hundred Deere autos were ever built, making them exceedingly rare today.


1907 Deere Gentleman's Roadster, with sincere
thanks to AmericanAutomobiles.com

 

This is a 1906 Adams-Farwell, made in Dubuque, IA. One source says only one '06 survives. One source says the make went from 1904-13, while another says 1899-1912. The explanation may lie in the fact that the early years were consumed in developing five prototypes, with the fifth then going into broader production, somewhere in the lofty $3,000-plus range. Yow! What's that in modern dollars and what did a doctor make annually back then???

Not surprisingly, only a little over 50 cars were made from 1905 on, and no new model was developed after 1908. Engines reached 50-horses with five rotary cylinders and a whopping 488 CID. In that experimental day, the Adams-Farwell engine was also air cooled and propelled the car via a vertical drive shaft directly over the rear axle.


1906 Adams-Farwell, with sincere thanks to Royal
Feltner's site, AmericanAutomobiles.com.



From WikiMedia in the public realm, this appears to be
the same car, photographed when it was in Bill Harrah's
National Automobile Museum at Reno. Douglas Wilkinson,
who always does a great job, shot the car for Remarkable-
cars.com years ago, before a number of one-of-a kind cars
were sold by the museum.

 

The Velie (Vee-lee) car is now almost forgotten, but it was well regarded for its mechanical attributes in its heyday. Its roots went back to the invention of the ground-breaking (pun intended) mould-board plough.
In the 1830s, John Deere, a Vermont blacksmith, heard about the rich land and vast areas of the Midwest. In 1836, the 32-year-old joined other New Englanders heading to the open spaces and deep earth of Illinois. He set up a smithy in Grand Detour.
Noticing that the cast-iron ploughs the farmers had brought from New England were too fragile and that the denser Midwestern soil clogged them up, Deere fashioned a mould-board plough out of a steel mill-saw blade. His sturdy, highly polished, "self scouring" plough turned the Midwestern earth over in neat furrows.
Deere's plough was an immediate success. He began manufacturing it and was producing more than 1,000 a year by the mid-1840s. In 1868, he incorporated Deere and Co. in Moline, Ill.
In 1860, Emma, one of John Deere's daughters, married Stephen Velie. Velie soon joined Deere and Co. The couple had three sons, all of whom joined the company.
Willard Velie, the youngest son, was independent minded. In 1902, he founded the Velie Carriage Co. to build buggies, carriages and wagons, while retaining an association with Deere. The new business was successful and, in 1908,Willard Velie entered the automobile business.
The Velie Motor Vehicle Co.'s first car was completed late in the year using components such as engines, transmissions and axles from outside manufacturers. Velie's policy was to set a modest price and plan for high turnover. By the end of 1909, more than 1,000 Velies had been sold.
In 1911, the company began making its own four-cylinder engine and many other components, although it would sometimes use outside engine suppliers. It also started building trucks.
Velies entered hill climbs and races with considerable success, including finishing 17th out of 46 entrants in the first Indianapolis 500 race in 1911.
Velie added such advancements as electric starting, Bosch dual ignition and, in 1914, a six-cylinder side-valve Continental engine. In 1916, Velie went exclusively to six-cylinders.
Velie contributed its manufacturing expertise to the First World War effort, particularly with its well-regarded trucks. Despite material shortages, car production continued at a reduced pace during the war.
Velie offered a full line of models until 1922 when it decided to concentrate on the Model 58, which was fitted with the company's overhead-valve in-line six. It was a robust engine made even better the following year with full pressure lubrication.
While 1920 sales had reached more than 9,000 --Velie's highest production ever -- this was an aberration. The usual annual production was approximately 5,000, which Velie maintained was satisfactory as it stressed quality over quantity.
The next big Velie changes -- four-wheel hydraulic brakes and balloon tires in 1925 -- were advanced features. And its low-priced closed coach model was right in tune with the rapid decline of open cars.

</PAGEBREAK>In 1927, Velie entered the aircraft business by purchasing a new, small aircraft manufacturer in Iowa, moving it to Moline and naming it Mono Aircraft Inc. The Monocoupe was an instant success and Velie boasted that it and Ford were the only Americanautomobilemanufacturers also making airplanes.
For 1928, Velie augmented its six-cylinder Models 6-66 and 6-77 with a new Model 8-88, powered by a Continental straight-eight. For a lower profile, it used a worm-drive rear axle.
Things went well until Willard Velie died suddenly in October 1928. His son, also named Willard, tried to carry on the car and airplane business, but he found it too demanding. He abandoned cars to concentrate on airplanes, including a new four-seater.
Tragedy again struck the company when the younger Willard died in March 1929. Without a Velie guiding it the company spirit was lost. The remains of the car and airplane operations were sold and the Velie plant was acquired by Deere and Co.
The car whose heritage traced back to a Vermont smithy was gone, but Molinebased Deere -- spawned by the mould-board plough -- became one of the world's largest manufacturers of farm implements and other products.
bvance1@cogeco.ca
© (c) CanWest MediaWorks Publications Inc.

 

<TABLE border=0 cellSpacing=0 cellPadding=0 width="100%"><TBODY><TR><TD><TABLE id=AutoNumber1 border=0 cellSpacing=1 cellPadding=6 width=640 bgColor=#ffff80 height=80><TBODY><TR><TD width=121>

The Green Girl weekly web column by Brenda Kruse​

</TD><TD width=335>

April 8, 2002​

</TD><TD width=144>

Formerly on FieldReporter.com​

</TD></TR></TBODY></TABLE></TD></TR><!--msnavigation--></TBODY></TABLE><!--msnavigation--><TABLE dir=ltr border=0 cellSpacing=0 cellPadding=0 width="100%"><TBODY><TR><!--msnavigation--><TD vAlign=top><TABLE border=0 cellPadding=8 width=640><TBODY><TR><TD width="100%">More Velie race results
Two decades at the top

Perhaps John Deere&#8217;s obsessive commitment to quality and knack for building businesses rubbed off on his youngest grandson Willard Velie.

<TABLE border=0 width="60%" align=right><TBODY><TR><TD width="100%">

<TABLE border=0 cellPadding=8 width="95%" bgColor=#ffff80><TBODY><TR><TD width="100%">

Ý​

​

A crowd gathers to show support for the Velie that earned a perfect score in the Cleveland News Reliability Run July 22-26, 1911.
Ý
</TD></TR></TBODY></TABLE>​

</TD></TR></TBODY></TABLE>​

After graduating from Yale in 1888, Willard began manufacturing buggies and carriages in 1902. So it was no surprise when he started producing the horseless carriage in 1908.
This was also the year he was elected vice-president of Deere & Company under William Butterworth. For the next two decades, Velie would play an important role in the management of Deere while running his own successful manufacturing business at the same time.
The Velie Motor Vehicle Company (also briefly known as the Velie Motor Car Co.) became infamous not for quantity, but quality at a reasonable price. Still, production peaked at 9,000 automobiles by 1920 just as the buggy business was phased out. In all, Velie&#8217;s factory built 250,000 to 300,000 motor vehicles during the two decades the factory was in operation. Many of these machines were sold through Deere dealers and branch houses across the country.
Obviously, quality was critical to Velie as he chose "The Name Insures the Quality" as his company slogan. One quote from a piece of 1911 literature reads: "Of equal importance with the superiority of the car itself, is the Velie interpretation of the Velie guarantee, as a foundation of the phenomenal success of Velie Motor Cars. Every owner will attest to the fair and liberal treatment received and our permanency insures its continuance."
Despite these strong statements, the Velie automobile business ground to a halt after two decades at the top. The legacy of the Velie line continues today with more than 200 cars logged in the Official Velie Register.

<TABLE border=0 width="66%" align=left><TBODY><TR><TD width="100%">

<TABLE border=0 cellPadding=8 width="92%" bgColor=#ffff80><TBODY><TR><TD width="100%">Ý
Willard Velie begain building cars in his Moline factory in 1908 and continued until 1928.
Ý
</TD></TR></TBODY></TABLE>​

</TD></TR></TBODY></TABLE>​

Let&#8217;s look at a few more stories of race results&#8230;

Velie wins with his Velie
Tom Velie, son of Stephen H. Velie, Jr. (older brother of Willard), brought his Velie H1 Racytype to the Elm Ridge race course in Kansas City, Missouri on July 4, 1911. The prize for the five-mile stock race was the "Buick Trophy" presented by R.H. Collins, manager of the local Buick dealer.
Tom Velie, the car&#8217;s owner, told driver Jack McLain that if he won the Buick Trophy race, the car could be his. McLain managed to win both the trophy and the car, but turned the car over twice while racing for the Board of Trade Trophy later that day.
Still, the sterling silver trophy (which sold at auction for $3,000 in 2000) was engraved "Tom A. Velie, July 4, 1911." So despite the fact that McLain won the car by winning the trophy, his name wasn&#8217;t even engraved on it!
According to a Kansas City newspaper report, "McLain won the car, only to have it damaged in the next race by throwing a tire. It is being repaired, however, and he will try to break the record time between Topeka and Kansas City in a few days with the Velie car." Defending his trophy at the races in 1912, McLain&#8217;s Velie car had engine trouble that caused him to be lapped and lose the race.

<TABLE border=0 width="56%" align=right><TBODY><TR><TD width="100%">

<TABLE border=0 cellPadding=8 width="93%" bgColor=#ffff80 align=right><TBODY><TR><TD width="100%">

Ý
​

This action photo shows a Velie cruising along to finish first with a perfect score in the California 24-hour Endurance Run on January 1, 1910.

Ý​

</TD></TR></TBODY></TABLE>​

</TD></TR></TBODY></TABLE>​

An ad later said the Velie was the "only strictly stock car on the Elm Ridge track July 4<SUP>th</SUP> in the free-for-all race open to privately owned cars. The Velie outdistanced his nearest rival by three-quarters of a mile in the five-mile event, winning the big silver trophy. At Trinidad, Colorado yesterday, a Velie stock car won the Hill Climb against a field of 12 competitors. Remember, these victories are won by stock cars, not specially built cars. In other words, this same exceptional power, speed and endurance are found in every Velie."

Beating Barney
On September 10, 1910, at the Minnesota State Fair, the eighth event of the day was a five-mile free-for-all in which a stock Velie 40 car took the first-place prize with driver N.M. Harford. The car was owned by the Deere & Webber (John Deere branch office) in Minneapolis. A newspaper report stated: "The stock Velie 40 car surprised spectators with its great work against such drivers as (Barney) Oldfield in his Knox." Twelve cars could not keep up with the Velie who won easily in 5:57.

From gallant to gravel
Over the July 4<SUP>th</SUP> holiday in 1914, Naquin raced a Velie in an 84-mile course in Prescott, Arizona. According to a newspaper report of the race, "Naquin&#8217;s young daughter rose from her seat and kissed her hand to her daddy. The gallant act brought forth a demonstration from the crowd. Soon after, gravel thrown by Hartwell&#8217;s Buick broke Naquin&#8217;s glasses and hurt his eye, so riding mechanic Tom "Red" Brewer took over the driving." Apparently, the Velie suffered radiator and rear end trouble during the event but still managed to come in third out of nine cars with a time of just under two hours.

The race goes on
The first Velie racing season ended December 1909 with a perfect score in the Texas Endurance road race. The 1910 race season started off well with another perfect score in the California 24-hour Endurance road race on January 1. Later that year, the Velie again won this race of 1,137 miles.

<TABLE id=AutoNumber3 border=0 cellSpacing=1 width="65%" align=left><TBODY><TR><TD width="100%">

<TABLE border=0 cellPadding=8 width="93%" bgColor=#ffff80><TBODY><TR><TD width="100%">

​

This old photo shows a Velie truck hauling one of the Velie race cars on its bed. Note the pennants and sign that says "Velie Commercial Cars Give Service Satisfaction." It's unclear the exact location of this snowy scene or the date of the photo.​

</TD></TR></TBODY></TABLE>​

</TD></TR></TBODY></TABLE>​

Also in 1910, the third annual Los Angeles to Phoenix Road Race had 14 cars entered, including one Velie owned by E.R. Stearns and driven by John Stickney. The cars left LA just before midnight on Nov. 5, made a control stop in Ehrenberg, and arrived at the Phoenix fairgrounds on Nov. 7 for the Territorial Fair (two years before Arizona became a state). The Velie clocked in at just under 20 hours, which was good enough for fifth place in the 418-mile race.
On October 29, 1911, Arthur Gibbons drove a Velie 900 miles from Chicago, Illinois, through Indiana and Ohio, to Detroit, Michigan, earning a first-place finish and perfect score. Also in Ohio, John Stickney raced in an eight-day Reliability Run covering 500 miles with just one point taken off his score.
Between 1912 and 1913, few records of race results exist. A few events in the Southwest saw Mel Naquin place well.
In 1915, racing seemed to catch on out west with several Velies competing on dirt oval tracks in Oregon, Washington and Idaho. Drivers Fred Barsby and Rea Lentz turned in impressive first-place finishes in several races ranging from five to 10 miles long.
On November 6, 1915, at the Tucson (Arizona) Fair, a 100-mile race against 10 cars found a Velie in second place. Travis Bailey of Silver City, New Mexico, drove the car and was just three minutes shy of winning the $1,000 purse. Third place was a former Velie mechanic and driver "Red" Brewer of Globe, Arizona, who raced in another brand of car.
The Velie race saga will continue!

<HR align=center width="50%">

<CENTER><TABLE border=0 width="100%"><TBODY><TR><TD width="100%">

<CENTER><TABLE border=0 cellPadding=8 width="93%" bgColor=#ffff80><TBODY><TR><TD width="100%">

Ý
Race on!​

This panoramic action shot shows a Velie racing to the finish line in an unknown race. Note the crowd lining the sides!
Ý
</TD></TR><TR><TD width="100%"> A neat panoramic photo postcard of a victorious Velie crew. Caption says "VELIE. Rupert, Jeff, King, Drover. W. Docherty, Mich." Unfortunately, no more is known about this race.
Ý
</TD></TR></TBODY></TABLE></CENTER>​

</TD></TR></TBODY></TABLE></CENTER>​

<SMALL><SMALL>Text © 2002 Brenda Kruse. Photos by Brenda Kruse unless otherwise noted.</SMALL></SMALL>​

</TD></TR></TBODY></TABLE><!--msnavigation--></TD></TR></TBODY></TABLE>


1911 Velie H1 Racytype, Creme/Orange

 

<TABLE border=0 cellSpacing=0 cellPadding=0><TBODY><TR><TD class=vs_w-a><CENTER></CENTER>



1907 Type "B" Deere-Clark Motor Car Co. Moline, Illinois, U.S.A. This toy model comes with an authentic reprinted catalog, which originally come with each Type "B" Deere-Clark Motor Car and Type "C" Gentleman's Roadster. The Limosine's orginial price was $3,500.00 or $2,500.00 f. o. b. factory. The catalog list specifications of motor, transmission, rear axle, front axle, frame, springs, lubraction, shaft drive, ignition, brakes, body tires, gasoline, water, muffler, carburetor, cluch, wheelbase, colors, equipement, weight, and prices.



</TD><TD id=vv4-0_sp class=vs_w-spr></TD></TR></TBODY></TABLE>

 

Charles Deere's automobile and his chauffeur

Deere-ClarK Motor Car Co. MOLINE, ILL. 1 advertisement appeared e of The Automobile. 1 the April, 1906, cars would be built in the remaining ...

Check out this link:

http://dig.lib.niu.edu/ISHS/ishs-1988winter/ishs-1988winter242.pdf

 

No, I think it is simply a coincidence, then again, maybe one of the owners was involved with both........but history like this is so hard to pin down.

From Wikipedia:

The Cutting was an automobile manufactured in Jackson, Michigan by the Clark-Carter Automobile Company from 1909-11, and the Cutting Motor Car Company from 1911-12. The Cutting was a powerful automobile using engines from Milwaukee, Model, and Wisconsin ranging from 30-60 hp. Cuttings have been entered into the Indianapolis 500 in 1911 & 1912. Prices ranged from $1,200 to $1,500. The company failed in 1912 due to lack of sufficient capital.
Georgano, G.N. (1968). The Complete Encyclopedia of Motorcars, 1885 to present

The C.V.I. was an automobile manufactured in Jackson, Michigan by the C.V.I. Motor Car Company from 1907-08. The C.V.I. had a common chassis shared between a roadster or their touring car. The car had a four-cylinder, 4.2L engine, with a three-speed selective transmission and shaft drive. The cars sold for $4,000.

 

The Holley Motor Car Company -- same one we know today for carburetors -- made its own autos in Bradford, PA, from 1897 through 1904, though the start date varies in three different sources I saw. The cars were all light and were powered by water-cooled vertical one-cylinder engines.

Though Holley prices were modest at around $600, the Holley brothers must not have been satisfied with units moved, selling their auto-making concerns in 1904 to a local investment group which, apparently, proceeded to offer the same cars in kit form as Bradford automobiles. The Holley brothers turned to making carbs and other automotive components. A prime customer, Ford, bought Holley out in 1917. But the brothers shortly started a new Holley carb company.

SO, if the Holley car isn't scarce enough, one might suppose the derivative Bradford to be, well, nearly EXTINCT!



1898 or 1899 Holley three-wheel runabout, made by Holley
Motor Co. Bradford, PA. Sincere thanks to Royal Feltner
and his EarlyAmericanAutomobiles.com site.



Here is a largely unrestored 1903 Holley, thanks
to the OldtimerPictureGallery on the internet.

 

SWI, RE Cutting's possible rebirth in Minnesota, I agree with you. The mere fact of a name surfacing twice is NO proof of dual corporate ventures. Yeah, it's often HARD to nail down the true bottom line, given only disjointed info -- AND we may have to leave that open, officially. But PRIVATELY, I think we can sometimes "go with the gut."

 

HJ, that is very enlightening to know (1) all the background on Velie's time on the U.S. auto scene and (2) the connection to John Deere! Imagine a company TODAY putting QUALITY ahead of QUANTITY!!! LOL And I am impressed with Velie's seeming constant commitment to including modern engineering improvements in its cars (reminds me of Rickenbacker). BTW, the specimen below has some nice, even delicate lines for 1928!!!

 

Cool find!

Here's a 1904 Holly Runabout.

 

Here's another Indiana. This is at the NATMUS museum in Auburn, Ind.

 

Probe 16
Vehicle Specifications

<TABLE border=1 cellSpacing=0 cellPadding=2><TBODY><TR><TD>Designers / Builders </TD><TD>Dennis and Peter Adams, Bradford-on-Avon, U.K.</TD></TR><TR><TD>Total Production</TD><TD>three (3)</TD></TR><TR><TD>Year</TD><TD>1970</TD></TR><TR><TD>Plate</TD><TD>PWV222H</TD></TR><TR><TD>Chassis Serial No.</TD><TD>AB/3 (the second Probe 16 built)</TD></TR><TR><TD>Engine</TD><TD>1900 CC in-line four, transversely mounted
(BMLC 1800cc Mk2 bored out)
carburetor: Weber 45</TD></TR><TR><TD>Race tuned by</TD><TD>Janspeed Engineering, U.K</TD></TR><TR><TD>Body</TD><TD>fiberglass</TD></TR><TR><TD>Height</TD><TD>34"</TD></TR><TR><TD>Colour Scheme</TD><TD>orange body & black interior</TD></TR><TR><TD>Condition</TD><TD>immaculate throughout</TD></TR></TBODY></TABLE>
Other Information

One of only two such cars in the world, this pristine, museum-quality Probe 16, designed and built by the Adams Brothers, represents 'An investigation into extremes of styling'.
Dennis (designer) and Peter (engineer) Adams were, prior to Probe 16, well established with respect to 'futuristic' car construction, based on their contributions to the design and racing success of the Marcos car series.
Of the three Probe 16s built, the first was sold to famous American songwriter Jim Webb and is believed to have been burnt quite early. The second Probe 16 (AB/3) was completed in 1969 and exhibited in the 1969 London Motor Show. With the intention to initiate a British Styling showpiece stand at the '69 Motor Show, the Daily Telegraph Magazine cooperated with the Institute of British Carriage and Automobile Manufacturers to show the Probe 16 on the IBCAM stand – where it obtained a tremendous reception and won the design award as the best British styling exercise.
This second Probe was originally sold to bassist Jack Bruce.
<TABLE border=0 cellSpacing=0 cellPadding=0 align=right><TBODY><TR><TD> </TD><TD></TD></TR></TBODY></TABLE>Corky Laing was the second owner of one of the cars. He got it from Bruce for a birthday present. Mr. Laing was and is the drummer for the band 'Mountain', and was in a band called 'West, Bruce and Laing' when the gift was given, hence the link. He wrote a book called 'Stick it', with photos. There is an audio version that just came out on 'Voiceprint', a UK label.
It later became the property of a Canadian collector and car designer Dr. Clyde Kwok until 1983. Since then it has been in the private collection of Phil Karam.
The third (and only other) Probe 16 (AB/4) had been displayed at the 'Pollock Auto Showcase' in USA until returned to the U.K. around 1990, by Colin Feyerabend, where it is undergoing a complete rebuild and restoration. He told Phil in 2001 that his Probe was on a hoist, improperly, and it broke in half.
The Probe 16 also starred in the film 'A Clockwork Orange', by the late filmmaker Stanley Kubrik

http://www.youtube.com/watch?v=vwKa8dYl7ss

 

And how about auto manufacturers to the Great White North?

AMHERST 40 1911-1912
Two-in-One Company, Amherstburg, Ont. A seven- passenger touring car designed in Detroit, which could be converted to a pickup truck by removing the rear seat. Only about 3 built; was shown at the CNE in Toronto in 1912.


Late in 1911 the Two-in-One Auto Company was formed by a group of Detroit promoters and a few local Canadians. The concept of a vehicle that could easily be converted from a passenger car to a light truck appealed to the people of Amherstburg, enough so that the town took a major financial role in the Canadian Two-in-One Auto Company.

The Amherst 40, their only automobile, was promoted as the first conventional looking touring car that could easily be converted into a truck. By August of that year one prototype, built from imported parts, was near enough completion to pull a broken-down vehicle almost 20 miles over rough roads back into town.

By August 24, the completed 40 h.p. vehicle was displayed to the town and a few days later it was shipped off to the CNE for exhibition.

In September the Detroit promoters were dropped for refusing to pay their share of the stock. Two more cars were completed before the company was forced into bankruptcy.

Dr. Frederick Park drove one of them for several years (He also drove the only Brock Six ever made.)




Tudhope Automobile Manufacturing Co.
Orillia, 1913



Tudhope's 1911 Everitt 30.

Tate Electric Ltd.
Walkerville, 1912-15
Tate Accumulator Co. of Canada was a Toronto company that produced batteries for use with electric cars, gasoline cars and motor boats. In an effort to show off their powerful batteries, in 1912 Tate Accumulator started a new company, Tate Electric, Ltd., based in Walkerville, Ontario.
The following year, Tate Electric had an impressive array of electric vehicles for purchase, including a roadster capable of 30 m.p.h. and priced at $2,700 as well as several trucks.
What doomed all electric cars of the time, however, was the introduction of the electric starter. Tate ceased production in late 1914 or early 1915. Its plant was purchased by the Chalmers Motor Car Co. in 1916.


Above: The model T.A. electric truck and the model R.A. roadster.
Below: a 1913 Tate.