series 19 -- model 1 · the Pierce Tool room in 1908, just before it became the Pierce-Arrow motor...

series 19 -- model 1

1914 38-C-3 5-pass. Touring #34739; ralph and Anna Tolman, GA

24 HP FiNAle in 1909 Pierce-Arrow was preparing to close out its two 4-cylinder passenger car lines. This included101 of the 40PP 4” X 5 1/2” model and 104 numbers were reserved for the final 24TT fours of 3 15/16” X 4 3/4” bore and stroke. The car shown here is car #20059, a 24TT runabout with a single seat between the rear wheels for another passenger. let us hope it doesn’t rain. This particular car is owned by richard and margaret Anderson of Coupeville, Washington, and it reflects several years of research while restor-ing the car, not to mention the laborious hunt for parts. mr. Anderson tells the remarkable story of his successful unearthing the actual misssing mechanical parts of his dimutive car in Arrow 08-2. As the photos show, this is a delightful little Pierce-Arrow on a mere 111 inch wheelbase, 34” X 4” rear and 34” X 3 i/2” front tires. The 4/5 passen-ger touring car weighed 2,813 lbs. This runabout is surely even lighter. The cylinders of the motor were cast in pairs, mounted on an allumi-num crankcase. Chief engineer Fergussson’s favored “flooded” engine oiling system is in place, its copper oil tank noticeable above the exhaust manifold. Also in this issue we will see a later, and more expansive, approach to the three-passenger idea.

THE ARROWseries 19 -- model 1

PierCe-ArroW soCieTYBernard J. Weis, Editor Emeritus

roger J. sherman, editor3314 so. Forest street

Denver, Colorado 80222-7566

© The Pierce-Arrow society 2019www.pierce-arrow.org

GroUNdWorK For sUCCessThis first issue of The Arrow for 2019 is centered on two occa-sions that foretold great success for the Pierce-Arrow company. The first story covers some of the consequential com-pany events of 1928 that led to the assumption of control by the studebaker Corpaoration of America. The impact of that event is told by the late otto Klausmeyer, who was there at the time. The second story is about the greatly improved Pierce-Arrows of 1912-13, called the series 1. A remarkable example of that season’s ultimate, the 66HP, is traced from then to now. on the inside of the back cover is a factory phtotgraph of the Pierce Tool room in 1908, just before it became the Pierce-Arrow motor Car Co. The photograph was sent in by richard otto, whose maternal grandfather, Thomas myron Weatherston is the smaller man in the second to last row just to the right of the central column. The columns hold up the shafts that turn the machinery by means of the belts seen. mr. otto muses at the noise they must have made. His grandfather rose over time to supervise the company tool and die department.

A new year offers opportunity for a survey of the possibilities we may experience. This year, Pierce-Arrow amateurs will get

to visit the South Bend plant of the Studebaker Corporation that at a critical moment in Pierce-Arrow history took control and renewed its product. The 1920s was a difficult decade for Pierce-Arrow. In the first nine years the company developed two all-new car models, four all-new truck models and a bus chassis. Of those offerings only the Series 80, like member Peter Williams’ sedan (above), had much lasting success. Through those years no one ever questioned the tal-ents of the engineers who developed the vehicles, or the workmen and women who built them. Pierce-Arrow’s prestige remained high, if a bit stuffy The decade after the Great War, however, propelled the world into new and sometimes drastic alterations that discarded many previous assumptions. Studebaker proved able to make new use of Pierce talents and reignite the firm’s success.

THe sTUdeBAKer CoNNeCTioNBy 1928 the demise of the Pierce-Arrow Motor Car Company seemed almost certain. Net losses be-gan the year before at $783,200, ending an apparent recovery of five years fol-lowing the catastrophic loss of nearly $9-million in 1921, which had put the firm heavily in debt. As the losses continued, totalling $359,963 for 1928’s first quarter, man-agment began to frantically cut costs and search out sources of ready cash to allow continued operations. Pierce-Arrow’s president, Myron Forbes, went lookng for merger partners as the spring matured into summer. After unsuccessful talks with Jor-dan, Studebaker Corp. was approached.Friday, June 29, the Pierce-Arrow board met to approve plans to accept the offer that the Studebaker board had voted to extend three days before.

A 1928 series 81 enclosed drive limousine, Pierce-Arrow’s less-pricy line with “aluminized” l-head engine, $3,550 f.o.b. Buffalo

When Automotive Industries covered the details of the agreement for its August 11, 1928 issue, it pointed out that the deal “is not a merger.” It did, however, give total operating control to Studebaker Corporation of America through its $2-million investment for all 230,125 shares of Class B common stock in the new Pierce-Arrow Motor Car Co. This stock had two votes a share, compared with the sin-gle vote given to holders of Class A shares of Pierce-Arrow common stock totaling only 197,250 shares. These latter

photo courtesy University of Michigan Libraries

were obtained by exchanging old Pierce-Arrow Motor Car Co. common stock shares for those of the new company. Ambitious plans were in play. All this stock was clearly expected to be converted over time to Studebaker common stock shares, the separate interest in Pierce-Arrow eliminated with redemption of such shares by the new Pierce-Arrow Motor Car Co. Complete takeover by Studebaker would then be achieved. This arrangement insured a wider distribution of

Pierce-Arrow products and reduction of its costs for “rough castings, forgings, stampings, etc,” which Studebaker could furnish the new company. The Studebaker cash would fund an expected production increase to 15,000 Pierce-Arrows a year, which would, hopefully, then further rise to 20,000 or more as these changes were completed. Cutting the costs for purchased items such as castings and forgings for mechani-cal assemblies and stampings for the bodies would be a major step forward. Every bit as important was the devel-opment of a more attractive line of cars and

The series 81 motor designed in 1927, a slightly upgraded version of the series 80, with unitary eingine and transmission, but still asembled of sepa-rate iron cylinder bloc on cast aluminum crankcase.

trucks incorporating some recently developed technologies and body lines, introducng thse radical revisions on the new model cars,.Development time was short if they were to bow the first of January 1929. John Talcott’s job as Pierce-Arrow’s chief engineer and James R. Way’s as chief body engineer and designer would be assisted by some experienced personnel from Studebaker: Karl Wise as Director of Engineering, Maurice Thorne as research engineer and James R. Hughes as body design consultant. Charles Pluthner remained Pierce’s car engineer and Louis Jones as chassis engineer. They had five months to put the new design into production. By some miracle the job was completed with admi-rable skill.

Shown below is the first completed Pierce-Arrow straight eight pictured at the front office door on December 19, 1928. Beside it stand (l - r) K. m.Wise, A. J. Chanter, m. e. Forbes, George Willis (sales manager), and B. H. Warner. Courtesy Univeristy of Michigan Libraries

Left: studebaker president Albert R. Erskine announces the agreement as Pierce chairman in the Pierce-Arrow News for August 31, 1928

There is no more useful testimony to any event than that of an eye witness, and the Pierce-Arrow Society had among its members such an eye witness to the combination of Pierce-Arrow and Studebaker, who himself carried out some of the operations of the connected concerns. He was Otto H. Klausmeyer, who worked in the automobile business begin-ning before World War I, retireing from Studebaker in the 1960’s. His account of the Studebaker and Pierce-Arrow combination was printed in the first Arrow of 1960. His comments are especially useful from a manufacturing standpoint, and bear reprinting before the PAS Meet in Indiana this summer.--Ed.

THe BiTTer YeArsby

otto H. Klausmeyer

During the late ‘Twenties and early ‘Thir-ties motoring witnessed many alliances and

mergers. These were the years during which the large combines were organized, and conversely, the small independents and parts suppliers faced a general decline. This trend continued until the post-World War II market eventually was supplied by three large combination producers and two small independents. [The first of the “indepen-dents” left the business in 1966; the second was absorbed by Chrysler Corp. in 1987. —Ed.] One of the larger of these mergers occurred in early 1928 when Chrysler and Dodge Brothers joined forces. Most of these combinations were viewed by the public with a sort of sleepy apathy.

Not so, however, was the 1928 merger of Pierce-Arrow and Studebaker. For some inex-plicable reason, rumors of this joining of forces seemed to arouse the misgivings and ire of a small segment of bystanders. This was a curious anomaly, entirely unforeseen and in fact ignored by both parties concerned, the attitude of most critics being that of almost accusing Studebaker of outright rapacity. As we all know, corporate mergers are not clandestine affairs, furtively conducted in the rear room of Joe’s Bar during which one of the par-ticipants, with Machiavellian cunning, plots the economic ruin of the other. Rather, they are high-level conferences attended by Board Chairmen, Directors and lawyers who plan together for their mutual economic betterment. We shall, in suc-ceeding paragraphs, attempt to disclose how this aim was fully met in the case of Studebaker and Pierce-Arrow.

Let us begin with a review of the situation at Pierce-Ar-row in the late 1920s. A brief recitation of production

figures and net income is more eloquent than many words. These are as follows:

Year Annual Production Annual Profit

1925 5,231 $1,629,782 1926 5,682 1,267,6951927 5,836 (loss) 783,2001928 (first six months)2,868 (loss) 634,000

These figures indicate two serious situations, the first being that of a stagnant volume during years when competi-tors and overall annual volume had risen by three times. This is indicative of a non-receptive attitude on the purchasers’ part. Competitors were offering efficient straight-eights and V-12’s for less money than Pierce-Arrow’s dual-valve six. By 1928, only minor changes having been made on this engine, it was an obsolete slow-speed design (top R.P.M. about 3000) and in-capable of the high sustained speeds Americans had learned to enjoy. The second serious fault is indicated by the rising high manufacturing costs which produced such staggering losses. Hand-made automobiles could no longer compete on the Amer-ican scene. It was necessary to not only design a better car, but

1929 model 143 7-pass. Touring car

one that was less expensive to produce. Moreover, this had to be accomplished quickly to avert impending disaster. No one was more acutely aware of this than Pierce-Arrow executives. Having failed to keep up with progress, design-wise, when funds were available, they now faced this dilemma with funds utterly non-existent. This is a combination of circumstances sufficiently intense to cause consternation in the minds of the most capable of automo-bile executives. Most leaders would have quit forthwith, but Pierce-Arrow people were of sterner stuff. They still had one asset—the reputation for fine and enduring quality. In an effort to secure aid Mr. Myron Forbes, Pierce-Arrow President, met with the directors of Jordan Motor Car Co. of Cleveland on May 31, 1928. This meeting proved futile, but still other areas were explored, and on June 16, 1928 Mr. Forbes met Mr. A.R. Erskine, then President of Studebaker, in New York City to discuss the problem. This meeting proved quite fruitful and led to further discus-sions. On June 21, 1928 Col. Charles Clifton, Chairman of the Board of Pierce-Arrow died after having guided the company since 1909. For many years he had been literally “Mr. Pierce-Arrow.” What an unusual coincidence that his passing occurred at the same moment as that of the large, hand-fabricated marque of Pierce-Arrow. On June 30 a meeting of Pierce-Arrow stockholders was called at Buffalo to consider details of a merger between Studebaker and Pierce-Arrow. This meeting was then postponed until August 7, 1928. It might be mentioned here that at this time Studebaker was enjoying one of the most prosperous eras of their checkered [114] years. Their profit for 1927 was twelve million dollars; for six months of 1928 was eight million, their surplus fifty-two million. Small wonder that Mr. Forbes sought help from this source! At the August 7 meeting Pierce-Arrow proposed the merger plan to its stockholders, who approved it. Also, at the meeting A. R.

Erskine was elected Chairman of the Board, and Myron Forbes was retained as president. Studebaker paid Pierce-Arrow two million dollars in cash for an undisclosed number of Class “B” corporation shares, giving it operating control of Pierce-Arrow. Plans were also proposed and adopted to design a new car, tool it promptly and attempt to build 15,000 cars for the year 1929. The aims and intents of the two participants in the combina-tion were simply these: Pierce-Arrow secured sufficient funds and engineering assistance to quickly reorient their product line and gained additional sales outlets for greater volume so neces-sary to continue. They also acquired a source of quality parts and components, which they sorely needed, having no foundry, forge shop or large stamping plant for body parts.

1929 model 133 Club Brougham; at $2775 the entry level Pierce-Arrow model

Studebaker, on the other hand, acquired a chance to aug-ment their line of cars in the sales rooms with a prestige vehicle, plus the likelihood of making a small profit from parts manufac-ture. These were all legitimate and worthwhile aims. Most of them were realized. It should be borne in mind that the merger did not destroy Pierce-Arrow’s identity as a complete corporation, with all the functional parts of one. It still had complete control of its own destinies. When merger plans were consummated, a new series of cars was quickly engineered. These were designed by Pierce-Arrow in Buffalo with occasional guidance from South Bend. The chief engineers of both corporations were acquaintances of many

years, and their subordinates in constant contact. It is evident that com-plete rapport existed in this area. This also accounts for the strik-ing similarity in appearance. In the design of the engine, Pierce-Arrow borrowed heavily from Studebaker experience, for the Studebaker straight-eight had been time-proven, and backed by many years of prior experi-ment. No time remained for re-search, and a product line had to be quickly designed to save the day. The Pierce-Ar-row engine that resulted was not a Studebaker. Basic differ-ences were many. Pierce-Arrow used a nine-bearing design, Studebaker a five-bearing. The

Pierce-Arrow engine was more powerful with a larger displace-ment. Pierce-Arrow supplied the patterns for all engine parts, Studebaker casting all iron parts in its South Bend foundry. These were shipped in the rough to Pierce-Arrow in Buffalo where they were machined, assembled and tested. To the best of the writer’s memory only a single part was interchangeable. That was the valves, parts made by neither Pierce-Arrow nor Studebaker [but] by Eaton. In order to reduce the excessive manufacturing costs it was necessary and desirable to use steel body panels instead of aluminum ones. This required large dies and presses. Pierce-Arrow could not accomplish this feat quickly. Accordingly, they

The superb Pierce-Arrow 3 1/2 X 4 3/4 in. 366 cu. in. straight eight engine for 1929, with cylinder bores and upper crankcase cast in a single unit, developing 125 horsepower at 3200 rpm

placed orders for the sedan body with Studebaker. They built several other bodies themselves, and the catalog custom bod-ies were built by Brunn, Willoughby, Derham and others. To accomplish this complicated task, a layout for 1929 Pierce-Arrow sedan body manufacture was prepared and installed under the direction of the writer in a group of Studebaker buildings totally isolated from the main plant in South Bend. A half-million square feet of area was allocated for this meager volume production of several thousand se-dan bodies. The layout was tooled-up on the basis of slow and painstaking production. Here the 1929 and 1930 sedan bodies were built to Pierce-Arrow design and specifications under the surveillance of Pierce-Arrow inspectors. After 1930 Pierce-Arrow had their own shop in condition to take over this task, which they did, and Studebaker converted the layout for different purposes. At this juncture, it might be mentioned for the benefit of those inclined to be diffident about accepting Studebak-er’s prowess as a coach-builder, that there exists in the an-tique storage in the South Bend plant beautiful examples of handcrafted coach work executed for American presidents Lincoln and Grant, and several European rulers, some fifty years before the word “automobile” was coined. So, Stude-baker was not exactly unfamiliar with quality coach work. Much has been said and written about the remarkable 1929 Pierce-Arrow car, most of it opinionated inuendo. One author makes the statement, “This ordinary eight did not do the job.” Let us examine the record. The avowed goal was a production of 15,000 units for the first year. This proved impossible for Pierce-Arrow. They did make and sell 8,422 cars for the best sales year Pierce-Arrow ever enjoyed. And further, they sold 6,795 cars for the year 1930, its second best year, and this in spite of the stock market crash of Octo-ber 1929 which literally destroyed the prestige car market.

This record for 1930 is far less a drop in sales, percentage-wise, than any other competing prestige make that year. Further, the car had one of the best service records of any car in auto-motive history—a great tribute to the engineers who designed it. There is ample evidence to support the contention that Pierce-Arrow would be operating today had the basic economics of the country not intervened to render such Classics unsaleable. One other feature about the series of cars beginning in 1929 was that in appearance they were extremely handsome cars in a restrained functional way, and even today elicit complemen-tary remarks from viewers.

Assembling a Pierce-Arrow sedan body structure of Northern White Ash wood at the factory

It was mentioned in a prior paragraph that Pierce-Arrow still retained its corporate identity. One of the principal problems any manufacturer has to solve is the continual question of whether to “make or buy.” This has been true since the automo-tive beginning and is still true today. This problem is resolved generally on the basis of sheer econom-ics. Pierce-Arrow was no different here than any other. They bought from suppliers parts or compo-nents they could not make without excessive outlay in funds for facilities. However, regardless of the source, they were finally responsible for the excel-lence of every part. This they covered very well by an efficient Quality Control Department that scru-tinized and checked every purchased part as thor-

oughly as tho made in the plant. The cars built during the merger, and after, had just as many parts by Pierce-Arrow as before the merger. The writer has three cars: a Model 36 Dual Valve 1928 Limousine made before the merger; a Model 836 Brougham made in 1933 during the merger, and a 1935 V-12 Model 1245 sedan made after the merger ended. An exami-nation of the Model 36 from 1928 discloses the following:The beautiful nickel-silver radiator, so emblematic of the marque, made by Fedders Radiator Corp., wheels by Kelsey-Hayes, brakes by Bragg Kliesrath Corp., frame, springs, shocks, electrical equipment, limousine body by others. In short, the only parts on the car made by Pierce-Arrow were the motor, transmission and rear axle. Even these from cast-ings and forgings supplied by others. This should not con-cern us in the least, as all parts were inspected and approved by Pierce-Arrow, and met their specifications. These three cars have all been carefully inspected, critical parts measured, and it has been found that the same clearances, tolerances and painstaking workmanship are present and alike in all three. This article has not been written to attempt to change the opinions of anyone, nor to settle a thirty-year-old argu-ment. [Now 80 years old—Ed.] It is solely for two purposes. The first is to acquaint members of the Pierce-Arrow Society with the historical background and facts so that they may know the truth. And, second, to alleviate any misapprehen-sions any member may have in the acquisition, restoration and operation of these cars—America’s finest Classics. Otto H. Klausmeyer

The $2975 5-pass. sport Phaeton, complete with trunk

1930 model B roadster; George Teebay 1931 model 42 5-pass. sedan; Wilma Hunter-morris

sTUdeBAKer iNFlUeNCes PierCe

1930

model A: 144 in, wb. 8 cyl. 3 1/2 X 5 in. (385 cu. in) 5 models; $3995-6250

Model B: 134 & 139 in. 8 cyl. 3 1/2 X 4 3/4 in. (366 cu. in.) 10 models; $2975-3750 model C: 132 in. 8 cyl. 3 3/8 X 4 3/4 in. (340 cu. in.) 3 models; $2595-2750

A line of semi-custom bodies up to $10,000 Bendix 3-shoe brakes

Production: 6795

1931

“salon” model 41: 147in. w.b. 8 cyl; 3 1/2 X 5 in. (385 cu. in.) 5 models: $4275-6400 and LeBaron customs

Model 42: 142 in. w.b. 8 cyl; 3 1/2 X 4 3/4 (366 cu. in.) 9 models: $3450-3995

Model 43: 134-137 in. w.b.; 8 cyl. 3 1/2 X 4 3/4 (366 cu. in.) 7 models: $2685-3650 Warner Gear free wheeling Refined intake system Body sides lowered Production: 4522

1932 model 54 Convertible sedan; Pierce-Arrow museum at Gilmore photo: stevens

1933 Model 1236 Salon Club Sedan; Lynn Kissel; photo: Leach

1932

model 51: 147 in. wb.; V-12: 3 3/8 X 4 in. (429 cu. in.) catalog custom models

model 52: 142-147 in. wb.; V-12: 3 3/8 X 4 in. (429 cu.in.) 5 models; $4295-4800 model 53: 137-142 in. wb.; V-12 3 1/4 X 4 in. (398 cu. in.) 12 models; $3650-4250

Model 54: 137-142 in. wb.; 8 cyl 3 1/2 X 4 3/4 (366 cu. in.) 12 models; $2850-3450

New body mountings; V-radiator; rubber engine mounts

Production: 2692

1933

Model 1247: 142-147 in.wb.; V-12 3 1/2 X 4 in. (462 cu.in,) 15 models; $4295-7200

Model 1242: 137-142 in, wb.;V-12 3 1/2 X 4 in. (462 cu. in.) 12 models; $3650-4250

Model 1236: 136-139 in. wb.; V-12 3 3/8 X 4 in. (429 cu. in) 5 models; $2785-3265

Model 836:136-139in.wb.; 8 cyl.3 1/2 X4 3/4 in.(366 cu. in.) 5 models; $2385-3265

Hydraulic valve lifters, automatic choke, downdraft carbu-retor, worm-drive axles (836 and 1236), Stewart Warner power brakes, air cleaners, intake silencers Production: 2152

“meriT AlWAYs

mAKes iTs oWN

mArKeT”

The Gernatts, father and son, prepare to depart in their 1913 Series 1 66A Seven-passenger Touring Car #66667 Buffalo, New York, 2015 photo: steve Bures

- - from the 1912-13 catalog

NeAr THe CresT

Pierce-Arrow in Full Bloomby

roger sherman

July 1912 saw the introduction of new lines of Pierce-Arrow cars. They had almost identical bodies to those of the previous year, with mechanical components greatly

upgraded. The company was satisfied that these offerings approached the perfection their creators were reaching for. The task was to present a car completely reliable under even the most extreme driving conditions, be satisfactorily driven many seasons without expensive upkeep, deliver luxurious comfort to passengers and present a rich, artistic appearance to the world. It must be “a motor car that will readily fulfill every purpose that the most exacting owner could demand of it,” according to the catalog description.

So great was the company’s satisfaction that they de-scribed the three lines offered as being in “series production.” Only as definite, proven advances developed were chang-es to be made. This was no longer on an annual schedule. Improvements would be incorporated whenever they were proved flawless. The Pierce-Arrow car continued to be built to the very highest standards and was, consequently, sold at prices reflecting the cost of such construction, “plus a rea-sonable profit.” The company found no shortage of buyers under those conditions. In 1904, when the first four-cylinder Pierce Great Arrow was produced 162 cars had been made, only 50 of them had four cylinders. Production of 1911-12

1913 66-A touring car; No. 66667 on display 2015 PAS Annual Meet

models, all with six-cylinders, had totaled over 2000 cars, very near factory capacity. The offerings for 1913 all had greatly im-proved engine lubrication with “oil forced to every important bearing under pressure.” They had elec-tric lamps, and a new “demountable rim combin-ing strength and simplicity.” They could be started from the driver’s seat (for the first time) “by a simple compressed air starting system.” Two separate igni-tion systems, magneto and battery, were fitted “using separate sets of spark plugs.” Every one of the three models was a substan-tial automobile. The two-passenger Model C bodies rode on a 119 in. wheelbase while the big, seven-passenger Model A cars carried bodies that stretched over 147 ½ inch wheelbases. Their six-cylinder, T-

illustrations from the lavish 1912-13 Catalog of First series Pierce-Arrow models. Above, diagram of the new pressure lubrication system. Below, the four-speed transmission and 4-cyl. air pump.

head engines were large as well. The 38-C was 4” X 5 ½”; the 48-B was 4 ½” X 5 ½”, and the 66-A measured 5” X 7”. Accompanying fittings conformed to the scale. And then, there were the bodies. Pierce-Arrow as-sembled their own bodies in its own body factory on the south side of its Buffalo plant using cast aluminum panels, riveted together with steel. Unlike the conventional construc-tion, little wooden structure was used. Carefully groomed during assembly, they were finished with several coats of varnish paint that could be mixed to order of the customer with the aid of the Pierce-Arrow Art Department, headed by one Herbert M. Dawley. His talent also provided designs for such fixtures as the beautiful coach lamps that hung beside

the doors of closed cars. Cost was not considered in these plans. “Every detail,” the company wrote, “both of body construction and its interior appointments, has been thor-oughly studied out and tested to insure its conformity with the highest standards of comfort and practical utility.” For this care the customer paid the price of a very good house for any model offered. The Pierce-Arrow Car was the unquestioned sign of lofty position. It provided White House cars under a lease program that continued for decades. The loftiest and most exclusive of all these prestige cars was the Model 66-A. This massive Pierce-Arrow sold at $6000 for the 7-passenger Touring Car at the factory. It

Passenger side of the seven-passenger touring car. At this time it was becoming fashionable to use lower-maintenance nickel to plate brightwork instead of the previous brass.

The 824.67 cu. in. six-cylinder motor of the 66 HP Pierce-Ar-rows. Gravity gasoline feed dictates the low-mounted carbu-retor under the front fender.

amounted to the largest series production car ever made, and it was just entering its Golden Age. The accompanying illus-trations show a rare surviving example from 1913. It has an overall length of 200 inches, width of 65 inches (over a tread of 56) and weighs 5,440 lbs. It was meant for touring under the difficult conditions prevailing across the country some one hundred years ago. Road clearance is one foot. Its seven-main-bearing motor of 824.67 cu. in. develops torque of 465 ft. lbs. at 850 RPM. Piston cylinders are cast in pairs, with dual ignition and full pressure lubrication (just introduced) driving a 2.70:1 rear axle through a four-speed separate, slid-ing gear transmission. The clutch is an aluminum cone with

leather face, running in oil; steering has one and a half turns lock to lock; 18-inch drums brake the 37 X 5 inch wood ar-tillery rear wheels. Lest operation of this gargantuan machine sound ponderous to the reader, the conclusion of David Scott-Mon-crieff, a British automobile historian can be aptly quoted: “All in all the Pierce-Arrow was probably the most pleasing American touring or town car of its time.” Maurice D. Hendry, an authority on several Ameri-can automobile makes, reported of his drive in a 66-A tour-ing car from the Harrah Collection that “[d]espite its im-mense size and power the car had that quality hallmark—the

According to the company, the dimensions of the body “have been made unusually liberal, allowing ample room between the dash and front seats for the convenient operation of the car and the greatest comfort of the passengers.”

The object of design efforts, mechanically and as a conveyance, was to provide operators and passengers “comfort and dependability in service,” to use the company’s words. it was, as this tonneau view shows, a family car with large, comfortable capacity.

‘smaller than it is’ impression…The handling was far better than expected, and all the controls had a beautiful ‘quality feel.’” David Fergusson, Pierce-Arrow’s chief engineer as-sured patrons that the 66 was designed for at least 200,000 miles with very little upkeep. Despite their enormous cost, Pierce-Arrow managed to sell an average of around a hun-dred of the 66’s a year in the “Nineteen-teens.” The 66-A shown, chassis number 66667, was origi-nally purchased in Chicago, and its owner is no longer re-membered, nor is the service it furnished until 1924. That year the Minneapolis (Minnesota) Fire Department pur-chased it for conversion into a Pumper Engine. Three years later it sustained serious damage in a collision with another

M.F.D fire engine when they both were responding to alarms. Two firemen were killed. The damaged vehicle was repaired, and later it was converted in 1933 into a “Booster” engine carrying a 280 gal. tank. In this configuration it served the M.F.D. until 1939, when it was declared surplus. After that it served in Fargo, North Dakota/ Moorhead, Minnesota in the 1940s. In 1985, after some decades in service as a display and parade vehicle, #6667 was purchased by Irving Jensen, Jr. of Sioux City, Iowa with the ambitious thought that he would restore this rare machine to original condition. Jensen later furnished his history of the car and its restoration to Dave Stevens of the Pierce-Arrow Museum at the Gilmore. It is a wonderfully detailed account, showing how much pa-

From this view the generous dimensions of the 7-passenger body are clearly seen. A sizeable tool box is mounted between the rear springs.

The newly introduced electric headlamps are prominent in this view. The famous fender lamps first appeared on Series 2 cars.

tience it takes even a determined restorer to accomplish such a task with a rarely seen automobile. He had astonishingly few original parts to start with, and many modifications had been made over the years. Nonetheless, Mr. Jensen persisted, obtaining, among other things, a correct engine from PAS member Rodney Flournoy along with a correct frame to pattern reconstructing the remains of the original. Only part of the greatly modified rear axle remained, which meant making necessary authen-tic parts. A correct transmission was developed from that of

a nearly identical 48-B Pierce-Arrow transmission. And there was the little matter of a correct Pierce-Arrow car-buretor. Most difficult, probably, was the body. It had been discarded in 1924 when the pumping machinery was added. Jensen’s body craftsman, one “Bob” Sweeney, consented to duplicate the complicated body con-tours using a wood frame and alu-minum sheet. The project reached completion in the spring of 1991 and was displayed at the AACA meet at Oconomowoc, Wisconsin and Peb-ble Beach Concours that summer. At the Pierce-Arrow Society annual meet 1992 in Minneapolis, the car won a First Place in its class. Once the car was completed, though, patience began to wear thin. Two issues prevented Jensen from deciding on it as a useful tour car: overheating and the impracticability

of the air starter system, which had difficulty holding enough pressure to turn over the big engine. Dan Gernatt, Jr. of Collins, New York looked at #66667 and snapped it up in 2000. He owned the car when the accompanying photos were taken, and apparently solved the nagging issues enough to make a useful car out of it. It is a truly majestic sight on the road. It is also a fine example of the Pierce-Arrow as it climbed into the period of its most celebrated success and profitability.

Car number 66667 is ready for the road. “It is now,” the company asserted, “first and foremost a tour-ing car, and to a machine built to endure stresses of such service, city and suburban work is mere routine that calls for but a fraction of its capabilities.“ such endurance depended on faithful lubrica-tion daily, and every 200, 300, 500, 600, 1,000 and 2,000 miles at specificed points.

AUSTIE’S 66-A-4 ANd THe ANGlo-AmeriCAN

ViNTAGe CAr rAllies “It was the movie ‘Genevieve,’ that lighthearted tale of the London to Brighton antique car run, that started it all. Sir Alexander Maxwell, Chairman of the British Travel Association, always alert to opportunities to tighten trans-Atlantic bonds, saw the film and worked out plans for the rally in cooperation with the British Sports Car Club. With B.T.S.’s backing, the Veteran Motor Car Club of America (VMCCA) was invited to pick a team.” (1) Thus it came that in 1954 American antique cars were shipped across the pond to participate in the first Anglo-American Vintage Car Rally. One British article about the event commented it “must be written down as an Exceedingly Good Thing.” (2) The American Sports Illustrated wrote that “The rally involved an 850 mile run over the back roads…and was very much like those rallies which, at the turn of the century, were organized to prove the automobile was here to stay.” (4) The rally consisted of two teams, ten British cars campaigned by the Vintage Sports Car Club (VSCC) and ten American cars entered by the VMCCA. This was fur-ther divided into two classes, the first of which was Edwardian cars manufactured from 1903 to 1914 and the second, Vintage Cars made from 1914 to 1928.In the American Edwardian group these vehicles ran: 1907 Ford Model K roadster (Elmer W. Bemis, Brattleboro, Vermont) 1906 Stanley steam “Gentleman’s Speedy Roadster” (Paul J. Tusek, Power Point, Ohio) 1913 Lozier Toy Tonneau (Rod Blood, Newton, Massachusetts) 1914 Mercer “Raceabout,” (Ralph T. Buckley, Abscon, New Jersey) 1914 Simplex Series F Semi-racing Runabout, (Samuel Bailey, Bala Cynwyd, Pennsylvania)

Souvenirs From Dr. Coco’s Cabinet

Vintage American cars consisted of: 1916 Pierce-Arrow 66-A-4 runabout, (Henry Austin Clark, Jr., Glen Cove Long Island, New York) 1918 Biddle Model K “Speedway Special,” (Edward S. Hansen, Madison,Wisconsin) 1919 Stutz “Bulldog” touring, (Clarence Kay, Sunnyvale, California) 1923 Kissell speedster, (A.C. Baker, Battle Creek, Michigan) 1921 Mercer runabout, (Roswell Moor, Albuquerque, New Mexico) Of these Americans, the one that fascinated the Brits most was the Stanley, as very few steam cars were seen in Britain at that time. Consequently its performance was “fol-lowed with the liveliest interest.” (3)

Henry Austin Clark, Jr. was the American team cap-tain in his Pierce-Arrow. There was a great sendoff when banners, 15” by 18,” with make and year and “Cheerio, We’re Off to Britain” were affixed. These had been com-missioned from W.M. Regalia Co. of Springfield, Massachu-setts. The cars were then loaded for shipment to Liverpool where temporary license plates with British numbers (QT with a three-digit code) were mounted. Since such plates de-note the locale of the vehicle’s owner, one can determine from the letter code where the vehicle is based; L for Lon-don, E for Essex, etc. There is no Q local area. I would like to think that this was a sly British joke, with QE possibly standing for HRH Queen Elizabeth II. The Rally itself was held from 4 September to 11 September, 1954 (to use the local notation), with seven days

Contemporary magazine illustration of Henry Austin Clark, Jr. 66-A-4. No sports car, this!A bit of bragging from the British team

of touring Scotland and England (see map). Start was from the Edin-burgh Castle Esplanade, proceeding west and south to end at the Good-wood Circuit near Chichester. What is not generally realized is that the American contingent had to get up to Edinburgh from Liverpool. Trailering was rarely used back then, meaning they arrived at the start with some miles already under the belt. Along the route there were numerous tests for cars and drivers and more at Goodwood itself. Among these was a timed easy-starting test, a slow-fast test, a Prescott Hill speed climb, a parking test (with acceleration, braking and reversing maneuvers), a stop and restart on a one-in-seven hill, and a “bending test” (high-speed swerving). And, especially, the speed climb: “The Prescott speed hill-climb was a highlight of the contest, because the weather, although threatening, behaved and Prescott looked indeed beautiful in the fitful September sunshine. Rod Blood’s vast 1913 Lozier Toy Tonneau was misfiring a little out of the Esses, and Austin Clark made a grab, then thought better of it, for the hand brake of his big 1916 Pierce-Arrow Raceabout as he thundered up to the start of the Esses.” (2) Indeed, Clark’s 66 was the quickest up the hill of all the Ameri-can cars, with a time of 67.54 seconds. Fastest time for the day was set by a 1914 Prince Henry Vauxhall at 61.56. Prescott Hill is approxi-mately a half-mile long with an average gradient of one in twenty, or 5%. The fast racing cars cover it in under 45 seconds. The last, and probably most grueling, test was a stamina test—40 minutes of lapping the Goodwood race track. “This was really inter-esting, although it can be fairly said, we think, that the American cars generally were disappointing in respect of speed claims. The 12 ¾-litre Pierce-Arrow drew away along the straights but otherwise was equaled by the 1 ½-litre side-valve Frazer-Nash.” (2) The final day at Goodwood included a Concours d’Elegance, which drew 254 entrants. As to the competition and test results, the British were pleased that a 1910 Rolls-Royce Ghost 40/50 HP took the overall first place for the Rally. Austie, as his friends called him, came first in the American

Edwardian division with his Pierce. Overall, “The Ameri-cans lost the rally 7001 points to 8376 for the British, but won the hearts of the car-loving Britons.” (4) The loss in points was partly due to the fact that the American-entered Stanley steam car “exploded four times and finally with-drew, unable to digest British fuels.” (4) While “a 1906 Ford rammed the rear of a 1954 Humber Super Snipe.” (4) In addition, the 1913 Lozier lost a universal joint, which was fabricated overnight by an English machine shop, and the Model K Ford tore up a ring and pinion gear set. On this car, Ford Motor Co. assisted, and a new ring and pinion were fabricated quickly to get the car back into competition. In the spirit of reciprocation, the VMCCA hosted a second Anglo-American Vintage Car Rally in 1957, with the

rally starting and ending in New York City. The event again consisted of two teams, with the same age divi-sions. In an effort to be more competitive, the American cars competed in tests before the rally itself in order to “be qualified” to participate, and Austie was again able to enter his 1916 66HP. Of course, a stop at his Long Island Museum was included as part of the rally, and along the way was a stop at the Larz Anderson estate in Brookline, Massachusetts. This paid off, as “According to the penalty scor-ing system used, the Americans lost only 2359 points to 3074 for the British. The winners built up a heavy lead at the hill-climbs at Reading, Pennsylvania and were never caught.” (5) Today, the 66 HP that Austie so successfully campaigned on these two rallies has been repainted green (from the red it was during the rallies) and resides in the collection of PAS member John Mozart.REFERENCES: 1) British Travel (and Holiday) Association Rally Brochure 2) Motorsport Magazine, October 1954 3) Official 1954 Rally Program 4) Sports Illustrated , November 29, 1954 5) The Bulb Horn, VMCCA, April 1957

Dr. Coco is the hororary title we give this colletor of Pierce-Arrow related memorabilia when he occasionally shares stories with photos of his artifacts. In fact, the good doctor is David Coco, the editor of the Great Arrow News, publication of the Pierce-Arrow Foundation.

One of the W.M. Regalia Co. banners affixed to the American team’s mounts

Geo. N. PierCe Co. Tool dePArTmeNT 1908

ACHieViNG HArmoNY oF desiGNone example of the way the Pierce-Arrow Art department provided harmony for “every detail”

The Pierce-Arrow Motor Car Co. completely redesigned its body appearance in 1911 for the 1912 season, although their cast aluminum structures were

maintained. In the catalog introducing the new line, the company noted that they made these changes to produce bodies “that should be thoroughly in keeping

with the chassis for which they were intended.” The Art Department made a “special study” of such harmony. “This has resulted, in the creation of original patterns for the fittings, metal parts and the lamps, which have thus been along distinctive lines specially designed to har-monize with the Pierce-Arrow bodies.” Some years ago Charles P. Easterly of-fered two of these lamps for sale, submitting the accompanying phtographs and rubbings of the notations machined into them. These lamps were mounted on the two sides of the cowl struc-ture for two seasons: 1912 and 1913. For the first year they were lit both by oil and electricity. The following year the company adopted a com-plete electric system for the whole car, except-ing the compressed air starter system (see page 15). The new electric headlamps had distinctive new housings as well. There is good reason to suppose that all these “fittings, metal parts and lamps” were the product of Herbert M. Dawley, head of the company Art Department. His de-velopment of headlamps mounted on the fend-ers for the1914 models achieved an even more pronounced distinction.

series 19 -- model 1 · the Pierce Tool room in 1908, just before it became the Pierce-Arrow motor...

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Transcript of series 19 -- model 1 · the Pierce Tool room in 1908, just before it became the Pierce-Arrow motor...