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

Have you been to the Gilmore and seen their Tucker Exhibit? Btw, drawings are deceiving but this seems to have more style then the tin goose.

 

Those Racing cars HJ posted are Super Cool. Duesenberg was heavily invovled in Racing too. Here's some

Duesenberg Historical Highlights

Germany

Henry W. Duesenberg: birth 16 September 1863, death 27 1940.

Friedrich (Fred) S. Duesenberg: birth 6 December 1876, death 26 July 1932.

August (Augie) S. Duesenberg: birth 12 December, death 18 January 1955.

All three brothers were born in Kirchbeide, Lippe-Detmold, Germany. Lippe was a farming community. It was the dream of Henry to seek his fortune across the sea in America. Louise Konradina Duesenberg, widowed two years after August was born wasn't about to let Henry go until he was at least 21. Older brother Henry left for America in 1884, and soon after brought his siblings and mother over to live with him in Iowa.

Fred and Augie were 8 and 5 when they arrived in the United States. They had to learn to speak English before attending school. Neither ever forgot how to speak German.

1893 At age 17, Fred takes his first job with an implement dealer in Rockford. There he quickly demonstrates his mechanical aptitudes and creative thinking in repairing implements and other service problems. (Our family historian, Esther Duesenberg Hahn, a niece of Fred, said they bad no idea what was in his bead to achieve. But she said it was a sudden "blooming" when he took his first job.) Fred seems to take the lead and gains early publicity. Augie has an indispensable role as his right hand helpmate. The brothers are a great team, often good-naturedly bantering, both having a quick sense of humor, much patience and a strong commitment to excellence on every level. These traits, coupled with their bulldog tenacity, enable them to solve problems with uncanny success. [Some of the Duesenberg relatives have said that because of German custom that the elder sibling in the family should take the lead and because Fred was several years senior, Augie's role was to follow Fred.

1896 Fred opens a bicycle shop on Main Street in Rockford. Augie soon joins him and later opens his own shop in Garner. During this Fred designs a racing bicycle to his own specifications. He enters various races and sets a world record that stands for 14 years. (According to another historian in our family, Fred's bicycle races were paced by a horse, but he had a better idea. Why not use a motorcycle as a pacer? No motorcycle then built could compete with his legs so he promptly built a motor and mounted it on a bicycle.) His first internal combustion engine was exhibited at the Chicago Auto Show in 1905.

1900 First garage opens in Des Moines and Fred gets a job there repairing cars and tuning engines. He is so successful he opens the second garage in Des Moines.

1901 In the second garage, Fred acquires a used Marion car and redesigns the air-cooled 4 cylinder overhead engine. Fred fits individual exhaust pipes to each cylinder, a feature carried over to Duesenberg racing cars and other Duesenberg models.

1903 Fred enters the car in the Annual County Fair at Mason City, Iowa and wins the race. Fred takes a job with Thomas B. Jeffery Co. in Kenosha, WI as a test driver. Thomas B. Jeffery is one of the pioneers of the American motor industry. He begins as the maker of the Rambler bicycle and later the Rambler car, which at one time holds the number 3 spot among cars made. Fred remains with Jeffery for two years and gains first hand knowledge of auto design and manufacturing.

Fred returns to Des Moines. With the financial backing of local attorney Edward R. Mason, the Mason Motor Co. is founded. The Duesenbergs, like Henry Ford believes automobile racing is the fastest and surest way to win publicity for a motor car. They decide to enter races with their Mason racing car. Fred breaks his collar bone while driving in a Milwaukee 24 hour endurance race. The Duesenberg-Mason engine is considered a powerful unit and an excellent hill climber. To demonstrate its power, Fred drives it up the 47 steps leading to the Iowa Capitol in Des Moines. (According to Esther Duesenberg Hahn, Fred not only drove it up the steps, but turned around, descended to the bottom, and backed the car up to the top, just for good measure.)

1910 Mason sells the motor company to Fred L. Maytag, the washing machine manufacturer. The company moves to Waterloo, Iowa. Fred and Augie move with it and by the end of 1911, Maytag decides to how out of the car manufacturing business. Fred continues to work on his racing activities with the support of Mason. The race cars are known as Masons.

1911 Fred works for the Sears Automobile Company, a dealership in Des Moines which sells Reo and Mitchell automobiles. Augie continues to build and work on their racing cars.

1913 In June, they form "Duesenberg Motor Company," and put the family name on their cars. All the equipment is moved to the Twin Cities, Minnesota. During this time they soon begin to win recognition for small high speed, high performance powerplants and marine engines.

1914 In January the Duesenberg brothers begin to work on two 12 cylinder engines of 200 horsepower each, coupled in tandem, as a 24 cylinder powerplant for Commodore Pugh. Pugh wants to win the 1914 International Harmsworth Trophy race in England. Because of World War I the race is canceled. Nonetheless, the speedboat sets a world record of nautical miles-a-minute, (69.12) mph. It's the first time a boat is ever propelled faster than 60 mph. The powerplant produces a mind-boggling rating of 600 horsepower.

1914 Indy 500 The first Duesenberg entry in the Indianapolis 500 finishes 10th and 12th. Eddie Rickenbacker is their "ace" driver who finishes 10th and goes on to score numerous victories for Duesenberg racing throughout the United States. Later Rickenbacker becomes America's top flying ace in world war I, owner of the Indianapolis Motor Speedway, and also President and CEO of Eastern Airlines.

1914 The rest of the racing season, Duesenberg Racing racks up a record of 34 firsts, 7 seconds and 14 thirds in 73 starts.

1915 Indy 500 Duesenberg Racing finishes 8th.

1915 Fred begins designing marine engines for Lowe-Victor Company in Chicago as their chief engineer. Throughout this period, Fred's career alternates between race car development and factory design work. Fred's contribution to the Loew Victor Company is a design portfolio including his "Patrol" six- and eight-cylinder marine engines, his four cylinder aircraft and passenger car engines, and his V12 aircraft motor.




1916 Indy 500 Duesenberg Racing finishes 2nd. The United States enters World War I. Duesenberg Motors moves to New York City in 1917, to land government contract work. Bolstered by the big government contracts, Duesenberg Motors soon expanded into a new plant in Elizabeth, New Jersey 187,000 square feet on nine acres accommodating a 1,200-man work force. They build the big 8-cylinder-in-line marine engines and four V-16, 800 hp engines for the U.S. Army and Navy. They work on the Liberty V-12 aircraft engine. They have a contract to build the 500 hp V-16, Bugatti aviation engine. Also in this facility they built a 160 by 4-cylinder tractor engine. During this time Fred and Augie develop their prototype single overhead cam Duesenberg Eight In Line. While still at Elizabeth, NJ, Fred and Augie's discussions jell into a dream with a new goal, probably summed up in the later Duesenberg slogan. The slogan: "Built to Outclass, Outrun, and Outlast any car on the road."

1919 Fred and Augie complete their first drawing for a passenger car bearing the family name, powered by a waxing-beam, eight-in-a-row engine. They also plan a single overhead cam straight-eight race engine of 183 cubic inches. The reduction in displacement suggests an ulterior motive. In an attempt to promote safety and slower speeds for 1920, the Indianapolis 500 reduces the maximum displacement from 300 cid to 183 cid. The Duesenberg brothers design their new engine to comply. (Our family historian says if Fred had one over-riding, burning ambition, it was to win the Indy 500.) Shortly after the war, one of Duesenbergs star drivers, Tommy Milton, takes one of the 16-valve racing engines and sets 19 new speed records for distances up to 300 miles. For one 25-mile stretch averages116.2 mph. Not long after this they set another record with a new stock car speed record of 105.1 mph. The brothers sell their interest in the Elizabeth plant and make the final move to Indianapolis, Fred's spiritual home. Their new plant opens in 1921, within several miles of his beloved Speedway. In 1919 Indianapolis is second only to Detroit as a home for U.S. car makers. Besides their obsession with racing and engines, they still hope to build and design their own passenger car under the Family name.

1920 In March Duesenberg Automobiles and Motors is formed. Five months later they started another company just for their racing activities. This one, was called Duesenberg Brothers, and achieves considerable glory in the following seven years. Their 183 cid straight-eight race car starts winning right off the mark in 1920, with top drivers like Jimmy Murphy and Tommy Milton.

1920 Indy 500 - Duesenberg Racing finishes 3rd, 4th and 6th. Duesenberg also wins three other top races in the country that year. All are grueling, long distance races.

1920 Duesenberg records speed record at Daytona Beach of 156.046 mph. A record that stands for 6 years.

1920 The first prototype Duesenberg passenger car is completed.

1921 Indy 500 Duesenberg Racing finishes 2nd, 4th, 6th and 8th.

1921 French Grand. Prize Race at Le Mans Duesenberg Racing wins 1st place by over 15 minutes. Duesenberg also finishes 4th and 6th. This victory is the only U.S. win of a Grand Prix until the sixties, and remains one of the proudest achievements in American racing.

1921 The first passenger car produced under the Duesenberg name is introduced to the American market. It pioneers the straight 8 engine, which becomes the preferred engine configuration of the decade, preceding Packard's by three years. It pioneers four-wheel brakes with hydraulic actuation, the most important chassis and safety improvement for years to come, four years ahead of Chrysler.

1922 Indy 500 Duesenberg cars finish 1st, 2nd, 4th, 5th, 6th, 7th, 8th and 10th.

1923 Fred Duesenberg paces the Indianapolis 500 in a model "A" Phaeton Duesenberg.

1924 Indy 500 Duesenberg Racing finishes 1st and 6th. Duesenberg runs the first supercharger on an Indy car.

1925 Indy 500 Duesenberg Racing finishes 1st, 3rd and 8th. A new speed record is set with a average speed of 101.13 per hour. This is the first time the speed goes past the century mark a record that stands for seven years.

1925 Duesenberg Racing captures the AAA championship.

1926 E.L. Cord purchases Duesenberg Motors. Racing is abandoned as a factory-backed activity. Due to the sale and Fred's failing health he concentrates on the Model J. Augie continues with Duesenberg racing. But the two brothers decide to carry on as a private venture. New engine limits complicates matters. This time the cubic inches is lowered to 91. Fred has ideas for a 2-cycle engine and experiments with one in the 1926 500. He doesn't pursue this engine due to his commitment designing the "J".

1926 Indy, 500 Duesenberg Racing finishes 5th.

1927 Indy 500 Duesenberg Racing finishes 1st and 5th.

1928 The Duesenberg Mighty Model J is christened. Two lofty goals are achieved: the production of the best car in the world, and the most advanced. The Model J, (straight 8) displaces 420 cubic inches and produces 265 hp at 4200 rpm, while the 1930 Cadillac V16 offers a 452 cid engine generating 185 hp at 3200 rpm. People are simply amazed that this fabulous new car goes 90 miles per hour in second gear, and 116 to 120 mph in high. A supercharger follows producing 320 horsepower.
1929 Indy 500 Duesenberg finishes 3rd and 5th.

1929-1930 Duesenberg breaks existing sales records for its class, according to the Automobile Manufacturers Association. The stock market crash proves to be devastating for Duesenberg, though not initially. The Great Depression takes it toll, opulence is not considered appropriate in hard times.

1930 Indy 500 Duesenberg Racing finishes 5th and 6th.

1931 Indy 500 Duesenberg Racing finishes 2nd, 6th and 7th.

1932 Indy 500 Duesenberg Racing finishes 7th and 9th.

1932 The supercharged Duesenberg designated "SJ" is announced. Developing 320 horsepower and a top speed of 140 mph. The Duesenberg J runs from zero to 100 mph in seven seconds and hits 104 in second gear. The Duesenberg is ahead of the competition again, and enthusiasm in the press and public is higher than ever. Relief from the Depression, however, is nowhere in sight.

1932 Fred Duesenberg is driving to Indiana from New York City when his Model J skids off the road in Pennsylvania. The injuries don't seem to be life threatening. Fred writes home and describes the accident, assuring everyone that there is nothing to worry about, that he will be home in a few days. The doctors want him to stay longer. In the meantime, double pneumonia sets in. This is the seventh time Fred lights pneumonia. Fred's lungs improve but his heart can't take the strain. Friedrich S. Duesenberg dies on July 26, 1932, at the age of 56. This sudden and tragic death sends a shock wave through the motor car world. A friend says, "It was like a violin string breaking in the middle of a beautiful note." Says a tribute published in Motor, "Few men were better known or better liked in the automotive industry. He never saw obstacles. He always seemed to find a way out." When they carry Fred Duesenberg to his grave in Indianapolis there are few dry eyes among the crowd of people who come to bid him farewell. The race drivers, engineers, mechanics and factory workers, shamelessly shed tears. Perhaps most fitting of all the tributes is the great floral arrangement in the form of a checkered flag they lay upon his grave as a flight of airplanes dip in salute over the grave site. Reverend Mr. Kistler: "Fred Duesenberg had the soul of a seer. And the heart of a boy." Fred's death brings the dissolution of Duesenberg Brothers. Augie continues to working with racing cars until Cord asks him to work on supercharging the Lycoming straight eight and the Lycoming V8. With Fred gone, it's difficult for Augie to carry on with the overall marketing and management of the racing and production lines. The Duesenberg line is eventually incorporated into Auburn-Cord-Duesenberg.

1933 Enzo Ferrari purchases a Duesenberg race car, and adds the car to his Ferrari Scuderia of Alfa Romeos and enters it in the Italian Grand Prix. This car later sets the 3-5 liter class record on Brooklands Speedway at 138.15 mph in 1934 and the record still stands when the track is abandoned in 1940.

1934 Indy 500 Duesenberg Racing finishes 5th.

1935 Indy 500 The Duesenberg Racing era comes to an end. The last Duesenberg to make the field drops out, ending a long colorful Duesenberg racing career at the Brickyard.

1936 Beginning in 1935, Augie builds the "Mormon Meteor" for Ab Jenkins. The mayor, adventurer, and speed record holder from Salt Lake City enlists Augie to make his "Duesenberg Special" a world record holder. With the mighty Duesenberg running flawlessly, and topping 160 mph at times, Jenkins manages to bring that 24-hour endurance record back to America at 135.47 mph. He crosses the finish line at more than 160 mph. This in 120 degree heat, covering 3,253 miles in 24 hours, with stops for tires and fuel every 400 miles. For one entire hour during the run the mighty car averages an official record of 152.145 mph. This record stands for years and years. If anybody needs to know which is the fastest motor car in the world, all they have to do is point west ...to Utah ...and Duesenberg.

1937 The last Duesenberg J made is for artist Rudolf Bauer, of Berlin, Germany. It is finally completed in 1940.

Accomplishments

Fred and Augie Duesenberg compile a list of achievements unsurpassed in the history of the American motor car: The men who designed and built one of the most powerful of the early, pioneering motor cars, the Mason. The men who developed a unique concept in engine design, the walking beam valve engine, which powered some of the fastest race cars in America in the period 1912-1920. The men who developed the :first straight eight racing engine and the first straight eight passenger car. The men who built the first American race car to win the European Grand Prix. The men who built a machine that set a world speed record on the sands of Daytona Beach. The men who built a marine engine that set a world speed record. The men who designed and built the first successful supercharger for racing cars. The men who did pioneering work on hydraulic brakes. The men who built racing cars that four times won the Indy 500. Finally, the men who designed and built the mighty Duesenberg Model J, so widely acclaimed as the greatest passenger car ever made. A machine that would be proclaimed king of them all. A motor car upon which more superlatives would be showered than any other motor car in American history. Then and now.

 

No Studelectric in the CAAM collection in Cleveland.

1909 STUDEBAKER BACKWARD-FORWARD ELECTRIC CAR





In 1909, the United States Government purchased two electric automobiles from the Studebaker Manufacturing Company for use in the tunnel that connected the U.S. Capitol and the Senate Office Building. The four wheeled vehicles with hard rubber tires became known as "backward-forward" cars because they didn't need to be turned around to proceed in the opposite direction.

1909 BACKWARD-FORWARD ELECTRIC CAR
Treatment Cost: $24,000The vehicle is in fair condition but has been repainted several times. The following treatments are recommended: surface clean to remove grime and grease, consolidate areas of flaking paint, inpaint areas of loss not related to use or mechanical wear, and possibly restore it to its original condition.

HISTORICAL BACKGROUNDIn 1909, the United States Government purchased two electric automobiles from the Studebaker Manufacturing Company for use in the tunnel that connected the U.S. Capitol and the Senate Office Building. The four wheeled vehicles with hard rubber tires became known as "backward-forward" cars because they didn't need to be turned around to proceed in the opposite direction. The eight passenger vehicles operated in the tunnel until 1915 when they were replaced by a rail system.The two vehicles were put in storage and forgotten until January 1940 when the government put them up for auction. Lee Butler purchased both vehicles. One vehicle was given to the Studebaker Corporation and it became part of the collection. The other one is now in the Swigart Museum in Pennsylvania.

 

a Studebaker electric car Studebaker Museum​

1911 Electric Coupe
Studebaker built 1,841 electric automobiles between 1902 and 1912. During those years, the compnay also offered a full line of electric commercial vehicles. This coupe has a top speed of 21 miles per hour and a range of 70 miles. It features a 48-volt Westinghouse motor and 970 pounds of batteries. This car sold for $1,850 wnen new.

 

The "Duesenberg Special"/Mormon Meteor, Land Speed Record​

1935 Duesenberg SJ Speedster​

Engine No. J557​

400 bhp
420 cubic inch inline eight-cylinder engine
Dual overhead camshafts, four valves per cylinder
Supercharged, dual carburetors
3-speed manual gearbox
Live axle suspension with leaf springs

In an era of record-setters, Ab Jenkins and his Duesenberg Special the "Mormon Meteor" set them by the volume. Racing on Jenkins’ beloved Bonneville salt flats, Ab Jenkins and the Mormon Meteor performed landmark miracles of speed and endurance from both automobile and driver. There are few enough Model J Duesenbergs and they are the pinnacle of American automobiles in the classic era. Each is a triumph of design, materials and construction.

Only one is the most powerful, the fastest and the most recognized.
It is Ab Jenkins’ Mormon Meteor.

Duesenberg – A Brief History

The Model J Duesenberg is the ultimate American classic but the fascination with its style, performance, specifications, coachwork and owners sometimes overwhelms the greater story of Duesenberg: its dominance in American racing in the Teens and early Twenties.

Fred Duesenberg began racing on bicycles and later on automobiles. Like others of the day Fred Duesenberg maintained and developed his own machinery. Fred, however, had the advantage of his brother Augie’s help and they made a successful team. After working at Jeffrey and Mason, Fred and Augie set up on their own in St. Paul, Minnesota, establishing the Duesenberg Motor Co. in 1913. By the beginnings of the Twenties Duesenberg was the class of the field in American racing.

In November 1919 a team of three Duesenberg eights set American closed-course records at the Sheepshead Bay board track.
They built a twin-engined monster for Tommy Milton which set the American land speed record at 156.046 mph in April 1920 at Daytona Beach. It stood until 1927.

In 1921 Jimmy Murphy won the French Grand Prix driving a Duesenberg eight with four-wheel hydraulic brakes.

For 1923 Indianapolis dropped its maximum engine displacement to 122 cubic inches (2 liters). Fred and Augie redesigned their straight eight with dual overhead camshafts, then added a centrifugal supercharger that made it the fastest on the track.

In 1924 Joe Boyer driving in relief of L.L. Corum won the Indianapolis 500 in his supercharged Duesenberg. Peter DePaolo joined the Duesenberg team in 1925 and won both the Indy 500 and the National Championship. George Souders won the 500 in 1927.

Duesenberg Model J

Errett Lobban Cord acquired Duesenberg, Inc. in 1926 with the expressed intention of making it the standard bearer for his burgeoning automobile empire. Fred Duesenberg was pulled away from his racing roots to design and build it, with power enough that, even with the most elaborate and luxurious coachwork, its performance would exceed that of any competing automobile. By every measure, the Model J met its brief.

Parts for 500 engines and chassis were ordered and eventually 481 of them were assembled into cars.

One engine, J557, and an unnumbered chassis were brought to Augie Duesenberg’s race shop to be assembled by Augie and Ab Jenkins into the Duesenberg Special.

Ab Jenkins

Ab Jenkins first explored the Bonneville salt flats at 16 and brought racing to them in 1925 when he challenged the Union Pacific Railroad to a race across Bonneville to mark the opening of the first highway from Wendover to Salt Lake City. During the Twenties Jenkins was a successful building contractor based in Salt Lake City. He loved to drive, and he loved the Bonneville salt flats. Record-setting was his recreation. He was superb at it, a talented mechanic, and his honesty and business acumen lent itself to successful promotion and excellent relations with suppliers and manufacturers.

Jenkins set two cross-country records, then bowed out of point-to-point record runs out of concern that increased traffic and population along the route had made them unsafe. He concentrated on closed course records set on his beloved Bonneville salt flats.

The first record attempt at Bonneville came in 1932 with a Pierce-Arrow V12. Driving without relief, as he would do on most of his record runs, his face coated in grease to protect it in the open cockpit from the wind and temperatures that reached 112º in the heat of the day, Jenkins completed 2,710 miles in 24 hours, averaging 112.92 miles per hour. He raised the speed to an average of 117.77 mph in 1933, then brought it to 127.229 mph in 1934.

Ab Jenkins loved competition, and he believed passionately that the Bonneville salt flats were the ideal site for speed records. He worked tirelessly to bring others, particularly the British who regularly came to Daytona Beach, to run with him at Bonneville. His campaign was successful in 1935, attracting John Cobb, Malcolm Campbell and Captain George Eyston to the salt.

Jenkins opened the 1935 season setting a series of stock car speed records with an Auburn Speedster, then drove 68 miles per hour on an Allis-Chalmers farm tractor, an experience "like riding a frightened bison." Jenkins then turned the salt over to John Cobb and his Napier-Railton special, leaving in place for Cobb’s team all the facilities that had been set up for the Auburn and Allis-Chalmers record runs. Cobb established a new 24-hour record of 134.85mph.

Jenkins moved back onto the salt two weeks later driving the Duesenberg Special.

The Duesenberg Special

The Duesenberg Special started with an unnumbered standard 142½" wheelbase Duesenberg Model J chassis. Duesenberg body designer Herbert Newport was given the task of creating a streamlined body that was attractive, aerodynamic and readily adaptable. Planning and design began in May 1934, with Newport’s body drawings completed in December. Newport’s design met everyone’s objectives.

Starting from a steeply sloped radiator grille and fully enclosed front frame horns the Duesenberg Special had a narrow two-seat body for minimal frontal area, full belly pans and a long tapered tail to reduce drag and turbulence. 18" wire wheels were needed to fit the largest available diameter Firestone racing tires, then the wheels and tires received ingenious fenders with tapered teardrop fairings. The fenders themselves were removed for the record runs, leaving the teardrop fairings to smooth the airflow disrupted by the tires. The chassis used stock J suspension and driveline except for a special dropped tubular front axle that dramatically lowered the nose for better stability and air penetration. One of the Duesenberg Special’s signature features is the single headlight set just above the frame horns at the bottom of the grille. It was focused on the gently curved black line on the white salt that marked the 10 mile diameter record-setting track.

Augie Duesenberg prepared two engines which were specially modified from the stock supercharged SJ engine. Special camshafts were designed and ground by cam genius Ed Winfield. A pair of duplex Bendix-Stromberg UU-3 carburetors – unique to the Duesenberg Special – were installed with a "ram’s horn" manifold developed by Augie Duesenberg to feed each pair of siamesed intake ports separately. The Duesenberg Special’s engine made 400 horsepower at 5,000 rpm on the dynamometer, up 25% from the SJ’s optimistically-rated 320 horsepower.

Yet, other than its streamlined body there were only a few thoughtful modifications separating the Duesenberg Special from a standard SJ Duesenberg, unlike the purpose-built aircraft-engined behemoths under Cobb, Eyston and Campbell. Its later history would vividly demonstrate how few these really were.

After testing at the Indianapolis Motor Speedway, the Duesenberg Special was loaded on a truck and dispatched to Salt Lake City and the Bonneville salt flats.

The 1935 Records

Following Cobb’s season-opening record runs Jenkins, Augie Duesenberg, and the rest of the Duesenberg Special crew moved onto the salt flats. For the first time Jenkins brought along a relief driver, Tony Gulotta who had driven the Studebaker-powered Rigling entered by Jenkins in the 1931 Indy 500. In the Duesenberg Special’s first attempt at the records a bearing failed after 300 miles, but the Special had broken all Cobb’s records to that point.

Both engines were expressed back to the Duesenberg plant in Indianapolis where they were fitted with special new bearings from Federal-Mogul. The engines were rushed back to Bonneville and a new record attempt started but it, too, ended prematurely at 1,960 miles when the crankcase split.

The second engine was installed and Jenkins, this time admitting fatigue and accepting relief from Gulotta, started the third attempt.

The Duesenberg Special stopped every 400 miles for fuel, tires and a safety check. On August 31, 1935 the run ended and the Duesenberg Special held a succession of new records including the top mark, covering 3,253 miles in 24 hours at 135.47 miles per hour, an amazing accomplishment.

Donald Campbell in Bluebird set the one mile land speed record at 301.13mph only days later on September 3. Then Captain Eyston in Speed of the Wind, powered by an unsupercharged 12-cylinder Rolls-Royce Kestrel aircraft engine, raised Jenkins’ 24-hour record to 140.52 mph.

It’s hard not to think that this is what Ab Jenkins had in mind all along, stimulating interest in record-setting on the Bonneville salt flats by bringing the fastest competition in the world to meet the challenge of the stock Duesenberg-based Special. Setting and breaking records in rotation, each competitor was challenged by the others. Even though the Duesenberg Special’s reign as the fastest automobile in the world was short, it was significant both for what it foretold of the future of record-breaking and for the power, handling and durability of the basically standard Duesenberg J chassis and its mildly modified engine.

On February 29, 1936 as part of his original agreement with Duesenberg Jenkins bought the Duesenberg Special along with all its spares for $4,800, but this was far from the end of its record-setting career.

The "Mormon Meteor"

Working with Augie Duesenberg and Lycoming, Jenkins adapted a 1,650 cubic inch Curtiss Conqueror V12 to the Special’s Duesenberg chassis and body, re-naming it the Mormon Meteor, the winning name submitted to a contest in Salt Lake City’s Deseret News newspaper. The team returned to the salt in 1936 and into easily the most exciting season ever held at Bonneville, or anywhere else, for land speed records. Jenkins was there, and so were Cobb and Eyston.

Eyston set the first records, averaging 149.096 mph for 24 hours and 136.34 mph for an almost unbelievable 48 hours.

Co-driven by Babe Stapp, the Mormon Meteor growled off in early September. Jenkins and Stapp bettered Eyston’s average through 12 hours at 152.84 mph but a driveshaft universal joint failed just after 12 hours ending this attempt.

Cobb then took to the course, besting Eyston’s 24-hour record with a 150.163 average but not going for the 48-hour mark.

Jenkins and Stapp started again. At 50 miles the Conqueror-powered Mormon Meteor was fastest, and fastest it remained through two full days on the Bonneville salt with averages of 153.823 mph for 24 hours and 148.641 mph for 48 hours. Set with a still essentially stock Duesenberg J chassis against the best purpose-built record-setters from England’s specials builders, Jenkins, Stapp and the Mormon Meteor stood at the top of the heap at the end of the 1936 Bonneville season.

Mormon Meteor III

In 1937 Jenkins returned to Bonneville with a completely new car. Mormon Meteor III was built by Augie Duesenberg and powered by a Curtiss Conqueror. Another series of record exchanges ensued but in 1940 Jenkins and Cliff Bergere driving the Mormon Meteor III captured every world and American Class A and unlimited record from 50 km to 24 hours. Jenkins and Mormon Meteor III continued to set speed and endurance records at Bonneville until 1950.

Ab Jenkins had been elected mayor of Salt Lake City in 1939, a race he won without spending a dime or making a speech. His final records were set with a 1956 Pontiac, capturing all American Class C and stock car records up to 24 hours and averaging 118.375 mph for 24 hours. He died on August 9, less than two months later.

The Duesenberg Special’s Subsequent History

After concluding that the record-setting days of the Duesenberg Special/Mormon Meteor, were past, in 1938 Ab Jenkins refitted the 1935 Duesenberg SJ Special engine J557 built by Augie Duesenberg. Jenkins slightly modified the body by adding doors and a rudimentary top and removing the head fairing. The Mormon Meteor’s single headlight remained. The exhaust pipe was dropped below the door to get its heat away from the passenger.

Ab Jenkins and his son Marvin drove the Mormon Meteor some 20,000 miles around Utah in the following years. It is no wonder Ab got elected mayor without campaigning. Driving this thundering speedster around Salt Lake City was advertising beyond price and only added to Jenkins’ name-recognition.

It was sold in 1943 to Bob Roberts in Los Angeles. Roberts sold the Mormon Meteor to Tom Troka in Chicago in 1946. Troka drove it from LA to Chicago and sold it two years later to collector Ben Hudson in Georgia.

Hudson had the engine rebuilt by Duesenberg specialist A.J. Hoe who assembled it for break-in without the supercharger or special twin carburetors. It apparently performed so well they were never re-installed during Hudson’s ownership which included long trips from Georgia to Indianapolis and to Maine. Eleven years later in 1959 he passed it on to a friend, the father of the present owner, who had it restored by John Griffin.

Griffin recalled scraping a cupful of Bonneville salt from inside the cowl. At this time the original supercharger, special dual carburetors and intake manifolding were recovered from A.J. Hoe and re-installed, returning the Mormon Meteor to its 1937 road configuration.

Completed in 1962 in its original cream livery and with red upholstery and wheels, the Mormon Meteor is a CCCA, AACA and A-C-D Club first place winner.

After restoration it accumulated another 2,500 miles before it was cosmetically restored again and rewired in 1983-84 for the present owner.

Following its show career the Mormon Meteor has participated in the Colorado Grand four times and competed in numerous other events and tours.

On one of its Colorado Grand runs it was selected Best of Show among a field which included pontoon fendered Ferrari 250 Testa Rossas and pre-war Alfa 8Cs.

Its high performance Ed Winfield cams were replaced with stock Duesenberg camshafts while owned by Jenkins. It now has a more usable 3.31:1 rear axle ratio and it has been converted to a 12 volt electrical system, including rewinding the original generator. In the interest of reliability the blower pressure is now regulated to about 1½ pounds boost (having been about 5 psi when running for records in 1935). A safety bar has been added to the passenger’s door [the owner calls it "the Mounger Bar" in recognition of the time on the Colorado Grand when Pebble Beach Concours Co-Chairman Glenn Mounger was in the passenger seat during a 1 mile run in 33 seconds (109 mph)]. The engine runs Carillo rods and Forged True pistons but aside from these changes to make it more user friendly and reliable on tours the Mormon Meteor remains as driven by Ab and Marv Jenkins following its Bonneville record runs.

Although the Mormon Meteor is familiar to everyone with a passion for great automobiles, its presence is best experienced in person. It exudes charisma and power. Long and low to the ground, it is the epitome of a prewar speed car. Its giant exhaust pipe emits a roar that is as much tactile as audible, the repeated, balanced pounding of seven liters of Duesenberg inline eight, a sharp and authoritative counterpoint to the smaller eights of prewar Alfas and Maseratis. Driving it is an unforgettable experience and one which the current owner, who has driven it frequently and thousands of miles, describes with fresh enthusiasm even after over 40 years in the family.

Wherever the Mormon Meteor appears it is the center of attention, and its ground-shaking exhaust assures its arrival will not be overlooked.

Conclusion

The Duesenberg Special was the fastest automobile in the world, a modified Duesenberg J with Augie Duesenberg-tuned engine and special bodywork which stood up to aero-engined giants from John Cobb, G.E.T. Eyston and Malcolm Campbell. Then it was again the fastest automobile in the world as the Mormon Meteor.

It is the last genuine Duesenberg race car, the culmination of a long and legendary line of champions, the ultimate creation of Fred and Augie Duesenberg.

Its history is unchallenged; its originality is exceptional. It is Olympian in its presence and performance.

The last time it was sold Dwight David Eisenhower was in the White House. The Mormon Meteor is one of the all-time "keepers" among collector cars, yet it is tuned and prepared for driving in long distance tours and events. This is a once-in-a-lifetime opportunity to own the greatest Duesenberg built: Ab Jenkins’ Mormon Meteor.

The ultimate Duesenberg race car, holder of the Land Speed Record up to 24 hours Known and important history from new, accurately restored as driven by Ab JenkinsCarefully prepared and driven on the most important and enjoyable events and toursThe fastest, most powerful, most famous Duesenberg SJ: Ab Jenkins’ Duesenberg Special/Mormon Meteor.











.

 

1901 Riker Torpedo



Andrew Riker, the founder of Riker Electric Vehicles, made the Torpedo in 1901 to be the fastest car on the road. On Coney Island November 16, 1901 a Torpedo was driven one mile in 63 seconds, about 57 mph.

 

In the 1930s, engineer, mechanic and driver Ab Jenkins set endurance-race records in this streamlined and sponsor-decal-free Mormon Meteor III.

 

THE RIKER ELECTRIC CAR and THE RIKER GASOLINE TRUCK​

• <BIG>Andrew Lawrence Riker was an early designer of automobiles -- aptly called "horseless carriages." He was born at New York City on October 22, 1868, the son of William J. and Charlotte L. Riker. He sketched a never-to-be-built electric-powered three wheeler in 1884. In 1887 he added electric power to an English Coventry Tricycle, and in 1888-89 he founded the Riker Electric Vehicle Company (located in Elizabethport, NJ), soon to become one of the country's largest manufacturers of electric cars and (later) trucks. Riker produced his first electric car in 1894, using a pair of Remington bicycles as a base.</BIG>

<BIG>About 54 United States manufacturers turned out almost 35,000 electric automobiles between 1896 and 1915 -- the period of their greatest popularity. The Columbia, the Baker, and the Riker were among the more famous makes.</BIG>

​

The advertisements shown here appeared in such prestigious magazines of the day as Harper's Magazine (above) and McClure's Magazine (below). The publication running the "Ride in a Riker" ad is unknown. The three vehicles pictured are the Riker Electric Demi-Coach, the Riker Electric Victoria, and the Riker Electric Phaeton.
​

• <BIG>Officials of a rival automobile manufacturer, the Locomobile company, soon decided to explore the use of a gasoline engine for power, and in January 1902 they turned to the young inventive genius, Andrew Lawrence Riker, who proceeded to design and build Locomobile's first gasoline car. In the summer of 1902, under Riker's direction, Locomobile began building autos powered by two- and four-cylinder internal combustion engines. Of course, designing motor vehicles was nothing new to Riker who, at the age of 14, had constructed his first electric motor vehicle in the basement of his family's home in New York City.</BIG>​

<BIG>By WWI, Riker/Locomobile trucks were popular with industry and looked like this:</BIG>

<BIG>
</BIG>The ads shown above appeared in the Oct. 19, 1918 issue of Scientific American and the Sept. 7, 1918 issue of The Literary Digest, respectively. The dual-image ad shown below appeared in the Sept. 7, 1918 issue of The Saturday Evening Post.
​

<BIG>A few Locomobiles are still owned by individuals. Illustrator Peter Helck, known particularly for his paintings of car races, owns "Old 16", whose victory in 1908 is one of the artist's most famous works. The Riker family has a 1917 two-seat Gunboat Roadster, which Andrew Lawrence Riker, Jr., son of the engineer who designed the first gasoline Locomobile and

"Old 16," bought in 1966.</BIG>​

​

 

The singular Tucker 48 convertible, was finished and shown at the
AACA fall '09 meet at Hershey by its restorer, Cole of Madison, WI.

More information, and some positive indicators (apparent provenance)
have come out since I last checked into the convertible. From being
in the skeptics' camp, I am now convinced this may be at least as
legitimate a "Tucker" as any of the other 16 built in the '50s after the
factory closed ('49). Details vary by source, but it seems only 35
Tuckers were ACTUALLY built before Preston had to shutter operations.
But, 48 chasses had been built, SO (like the 16 known to have been
built after the fact), it seems at least plausible that this Chassis #47
could have been underpinning the experimental (maybe "exploratory"
would be more apt) Tucker convertible. Affidavits shown by Cole on
his website indicate that Tucker employees saw the two-door under
construction a few months before production ceased for good.

The fact that Tucker had his back against the wall, a "halo" car might
have served him well on the promotional trail! Unlike the Tin Goose,
at least it would have gone on tour with a reverse gear!

As with the Loch Ness Monster, one can't resist WANTING to believe,
eh? (At least, the Tucker is more believable than 'ol Nessie!)

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<TABLE class=imagetable width=0 align=center border=0><TBODY><TR><TD colSpan=2></TD></TR></TBODY></TABLE>

A few NEW YORK TIMES articles:

"The Tucker That Time Forgot," Jim Norman, NYT (pg. AU1), 7/26/09

"What Does a Tucker Cost?," Jim Norman, NYT (pg. AU10), 7/26/09

"Only 52 Tuckers Were Built, But Their Impact Is Still Felt," NYT, 10/29/06

 

I found out a little more about this Cord. I thought it had been owned by Barbara Stanwyck at one time but now I'm not so sure. It was featured in Custom Cars Trend Book 101 which says it was owned by Lee Roy Richardson. The original convertible top was replaced by a removable restyled Cord Sedan top.

Plexiglass sections for Cord top were molded by Bjorklund Plastics. Rear window is from a Dodge. Rear quarter windows were pirated from the first top.

 

If this is the same Lee Richardson, then this is the Barbara Stanwyck Cord

Lee Richardson owned several Cords, both L-29s and 810/812s. He stands here next to the 812 phaeton that he bought from film star Barbara
Stanwyck in 1944.



The car was painted robins-egg blue, and had a factory-installed 'continental' spare tire. (Lee's mother's Beverly Hills millinery shop catered to actresses, and she tipped him off that the car was for sale.)

Lee's 812 cabriolet was a test bed for his inventions. His modern CV joints, hydraulic valve lifters and full-flow engine lubrication systems have given Cords many additional safe and highway-worthy years.

Lee passed away in 2001.

 

We need to rename this thread to "Extinct Makes & Rare cars we think are cool" .


Duesenbegs are probably the most studied car make ever. There is a detailed history on every Model J chassis & engine & body (many times they ended up being swapped around). Just about every owner of every chassis is known. You can go here to download the history of each chassis:

http://www.automotivehistoryonline.com/DuesyRegistry.htm

Thing thing you need to keep in perspective about the Model J is that it is a 1928 car. There were slight changes and modifications over the production run but at it's core it was designed and built in 1928. In many ways this makes it more impressive. It also helps you to understand the driving characteristics as compared to mid-30s Classic such as V12 Packard or V16 Caddilac or 540k Mercedes. All of the later are much nicer to handle while a Duesenberg drives like a peppy truck.

Below is a factory Derham Tourister. First picture was taken in the late 1960s and the other is the same car more recently.

 

That is a GREAT site. It seems the "J"s get all the attention and the "A"s not so much. They are just as interesting to me.

Model A (1921 - 1927)

In 1919 the Duesenberg brothers sold their Minnesota and New Jersey factories to John Willys and moved to a new headquarters and factory in Indianapolis, where the Duesenberg Automobile and Motors Company was established in 1920 to begin production of passenger cars. Fred was the manager and chief engineer and later president.

Although the Duesenberg brothers were world-class engineers, they were unable to sell all the units of their first passenger car, the Model A. This had the first "mass-produced" straight eight engine in the U.S., just 667 were ever made. It was an extremely advanced and expensive automobile, offering features such as single overhead camshafts, four-valve cylinder heads, and the first four wheels hydraulic brakes offered on a passenger car in the U. S. The Model A was a lighter and smaller vehicle than the competition but more powerful and the fastest car of its time. Among the celebrities who purchased this model was Rudolph Valentino.

Nevertheless only 650 Model A's were sold throughout six years and competitions never were profitable, so the two brothers, to stay afloat the company, handed over its control to two investors; Rankin and Van Sant who took all the money and then disappeared. Fred and August struggled to keep the company but they did not get enough capital, Duesenberg had troubles to make ends meet and creditors called for receivership.

 

[FONT=Arial, Helvetica]1923 Duesenberg Model A[/FONT]
[FONT=Arial, Helvetica]
[/FONT]​

[FONT=Arial, Helvetica][/FONT]​

 

There are a couple of factors at work I think. The 20s era cars don't get as much play as the 30s era cars in general. The coachwork on the Model A does is not as jazzy as that on the Model J. Also, the Model A was a great performer while the Model J was kinda over the top.

 

<CENTER>1935 Terraplane Race Car at Queensland Raceway in 2006</CENTER>This car is owned and raced in the historic racing events
in Australia by Ross Robertson







1935 Hudson Special Racer



<CENTER></CENTER><CENTER></CENTER><CENTER></CENTER><CENTER></CENTER><CENTER></CENTER><CENTER></CENTER><CENTER></CENTER>

1935 Hudson 8 Special Racer​

<CENTER></CENTER><CENTER></CENTER><CENTER></CENTER><CENTER></CENTER><CENTER></CENTER>

1935 Hudson Special In Racing Mode​

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Ahhh, you beat me to Hudson. Here is a Great-8 Boatail that is for sale and I've been lusting after. There was a late 30s Hudson Victoria Conv at Hershey this year that was the definition of cool. I'll find a picture of it.

 

Here is a sweet one for you gathering of rare and exoctic/extint vehicles....

 

So, SurfMobile, what the hell is this, a scene from "Mad Max,
Beyond Thunderdome" ?

 

From Thread: 1917 Mulford Indy Race Car

http://www.jalopyjournal.com/forum/showthread.php?t=199044

I include a couple of photos of the 1916 Hudson Super Six he ran at Ormond Beach (with the elongated nose) and Sheepshead Bay (the night photo). This is a different car than the mount he ran in 1917.

Hope that photos are forthcoming-Jim <!-- / message --><!-- attachments -->
<FIELDSET class=fieldset><LEGEND>Attached Thumbnails</LEGEND>


</FIELDSET>

Great pic of the Hudson at Sheepshead boardtrack.

 

1936 Duesenberg Twelve Cylinder Prototype

The Only 12 Cylinder Duesenberg Known to Exist

With the onset of the Great Depression, the demand for expressive automobiles began to gradually decrease. By 1936, most of the luxury automobile manufactures were either out of business or facing serious financial hardships. The Auburn, Cord, Duesenberg Company of Auburn, Indiana was no exception. The demand for the famous Model J Duesenberg had all but vanished, and the Auburn, Cord Duesenberg Company was only assembling a few cars a year based on customers' requests, often using left-over parts.

This unique 1936 Duesenberg was designed by Gordon Buehrig utilizing parts from Auburns, Cords and Duesenbergs. While most Duesenbergs used the famous dual overhead camshaft straight eight engine, this rare example uses a 12-cylinder engine which would have been more common in an Auburn.

By the mid 1930's, Cord Corporation officials had determined that a less expensive Duesenberg was the answer to the sales decline brought on by the great depression. Duesenberg president Harold Ames was moved to Auburn and placed in charge of the 'Baby Duesenberg' Project. The initial Gordon Buehrig design, featuring front wheel drive and revolutionary styling was instead used to revitalize the Cord, becoming the model 810 in late 1935. Taking advantage of the popularity of the new 1935 Auburn Speedster and hoping to use existing V-12 engines, Buehrig was also asked to design the Duesenberg Gentleman's Speedster. With minor variations from Buehrig's clay model, only one prototype was know to have been produced.

Utilizing parts from Auburn, Cord and Duesenberg, this one-of-a-kind prototype Gentleman's Speedster is certainly the rarest and one of the most desirable late Auburn, Cord, or Duesenberg automobiles ever built. The prototype Gentleman's Speedster is an outstanding performer as evidenced by the 6' diameter, 150 mph speedometer and 5,000 rpm tachometer. The car is equipped with the wonderfully smooth and powerful Lycoming V-12 engine and dual ratio rear axle. Many unusual components were used in the construction of this automobile. In addition to the Lycoming V-12 engine, the bumpers are 810-812 Cord, the body a modified Auburn Speedster and Duesenberg hood panels.

Photographs in Gordon Buehrig's book, 'Rolling Sculpture' page 102, show the clay model of this Speedster equipped with side mount spares. This feature was apparently abandoned, but a glance under either front fender reveals the original fender wells still in tact. The original Lycoming V-12 engine may have been replaced during the 1940's. The car was one of the star displays at the Auburn-Cord-Duesenberg Museum during the 1970's and 1980's.

A Mr. Weaver loved this car so much that following its purchase in 1989, he had the car totally restored to original specifications. It is believed that movie star Jackie Coogan was the first owner of this exciting automobile. The car is certified by the Auburn-Cord-Duesenberg Club as an experimental Category I car.

More pics here;

http://www.conceptcarz.com/vehicle/z14239/Duesenberg-Twelve-Cylinder-Prototype.aspx





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1923 Essex Dirt Track Race Car

Photo By: Douglas Wilkinson
Location: The National Automobile Museum in Reno, Nevada.

 

1915 American LaFrance Speedster, factory race car built on a firetruck chassis, 802 cu inch engine and chain drive







Read more: http://justacarguy.blogspot.com/2009/12/1915-american-lafrance-speedster.html#ixzz0ZwqEnqE4
​

Read more: http://justacarguy.blogspot.com/2009/12/1915-american-lafrance-speedster.html#ixzz0ZwqEnqE4
​

 

Look at those lightening holes in the front axle!!!!

 

Kensington Automobile Mfg. Co.
1899 &#8211; 1904​

Kensington Automobile Co.
Buffalo, NY
The Kensington company made cars powered by gasoline, steam, and electricity. The steam and electric cars had a similar appearance, both being very simple two-passenger runabouts, the steamer using a 2-cylinder 4 hp engine and single chain drive. In 1902 a gasoline car with an 11 hp 2-cylinder Kelecom engine was introduced, and for one season, all three motive powers were used. Steamers were dropped in 1903, and all manufacture ceased the following year.[1]
[1] Georgano, G. N., Encyclopedia of American Automobile, (New York, E. P. Dutton & Co., 1968), p. 110.

This small advertisement appeared in the Scientific American of May 17, 1902, Vol. LXXXVI, No. 20, page 358. Note the text, "We are also builders of moderate priced steam . . . vehicles.​

 

<TABLE border=0 cellSpacing=0 cellPadding=5 width="100%"><TBODY><TR><TD vAlign=top>Buffalo
The Buffalo Automobile & Auto-Bi Co.
Buffalo, NY
1900-1902 The Buffalo was a light Runabout made by The Buffalo Automobile & Auto-Bi Co. of Buffalo, NY from 1900 to 1902. E. R. Thomas built the "Autotwo" automobile in 1899. From 1900 to 1902 he built only engines and licensed to The Buffalo Automobile & Auto-Bi Co. to build the Buffalo Runabout and the Auto-Bi motorcycles
</TD></TR></TBODY></TABLE>

The Buffalo Runabout built by Buffalo Automobile & Auto-Bi Co. was produced in two different models. The Buffalo, Sr. was equipped with a 6 horsepower engine. The Buffalo, Jr. used a high speed 3 1/2 horsepower 2 cycle engine.
<CENTER>
The Buffalo Runabout - Buffalo Automobile & Auto-Bi Co. </CENTER>
Prices for the Buffalo, Sr. was $800.00. The Buffalo, Jr sold for $650.00. In the advertisement above claims made included "Attractive, Simple, Reliable and Efficient" and "Is Yours A Buffalo".
<CENTER>
1906 Thomas Auto-Bi Motorcycles </CENTER>
The Thomas Auto-Bi Co. and The Auto-Bi Company was owned by E. R. Thomas. Thomas also built an American Automobile called the Thomas Flyer in Buffalo, NY from 1902 to 1919.
<CENTER></CENTER>

 

Absolutely WICKED!

Don't get tangled up with this on the backstretch.

Vintageride

 

<CENTER><CENTER></CENTER><CENTER></CENTER><CENTER><CENTER>1946 King Midget Roadster</CENTER><CENTER></CENTER><CENTER><CENTER></CENTER><CENTER></CENTER><CENTER><CENTER>1946 King Midget One</CENTER><CENTER></CENTER><CENTER>Claud Dry and Dale Orcutt's first car was a crude midget-racer styled car built on a wood frame. A hand-operated clutch or centrifugal clutch was available .
It could be ordered in Kit Form or later as a completed car with a 6HP Wisconsin engine.


Kits were sold by small ads in magazines, and started as low as $50, increasing as the kit became more complete. By 1951, complete cars could be purchased for $350.

Manufacturer: Midget Motors Co., Athens, Ohio, U. S. A

<CENTER></CENTER><CENTER> </CENTER><CENTER>1949 King Midget Series I </CENTER><TABLE border=1 width=620 height=368><TBODY><TR><TD align=left>Model: Series I

</TD><TD align=left>Motor: Wisconsin, 4-stroke</TD><TD align=left>Body: Steel</TD></TR><TR><TD align=left>Years Built: 1947 - 1951</TD><TD align=left>No. Cylinders: 1 </TD><TD align=left>Chassis: Wood</TD></TR><TR><TD align=left>No. Produced: Est: 500</TD><TD align=left>Displacement: </TD><TD align=left>Suspension Front: Leaf Spring</TD></TR><TR><TD align=left>No. Surviving: Est: 25</TD><TD align=left>Horsepower: 6</TD><TD align=left>Suspension Rear: Leaf Spring</TD></TR><TR><TD align=left>Length: 7' 10"</TD><TD align=left>Gearbox: 1 + no reverse</TD><TD align=left>Steering: Peg and cable</TD></TR><TR><TD align=left>Width: 3' 10"</TD><TD align=left>Starter: Rope or crank</TD><TD align=left>Brakes: Cable</TD></TR><TR><TD align=left>Weight: 330 lbs.</TD><TD align=left>Electrics: 6 v</TD><TD align=left>4 Wheels: 4.80/4.00 x 8"</TD></TR><TR><TD align=left>Interior: Single seat</TD><TD align=left>Ignition: Coil</TD><TD align=left>Top Speed: </TD></TR></TBODY></TABLE></CENTER></CENTER></B></CENTER></CENTER></CENTER>

See Link: http://microcarmuseum.com/tour/kingmidget1.html

Listen to a King Midget run although not a '47 - 51. http://www.youtube.com/watch?v=ygNLbERIpCs

 

Here is a picture of the 2 speed lever on a 35 Auburn. Personally, they should have called it "Speed" & "Power" but I guess I'm no marketing guy. The lever turns with the wheel. You can downshift it at speed so I guess it effectively gives you 6 speeds. In practice, you either leave it in low for around town or high out on the highway. One of these cars in "high" will cruise nicely at 60/65 with a stock rear end. Top end is right at 100 mph. Behind the wheel spoke is the tach which is a bit small. The next picture is of the supercharger setup. The exhaust manifold is setup for the outside pipes - one of the many cool features on these cars.

 

Wow, guys! Since this IS the HAMB, it's great AND fascinating to see all of these '20s & '30s racers!!!