Mrs. Carnell's 1926 Rolls-Royce Sliver Ghost Arundel Limonsine

1926 Rolls-Royce Silver Ghost Arundel Limousine (S333RL)

Another picture from the stack of Rolls-Royce images shows this 1926 Springfield Silver Ghost (S333RL) with a RRCCW Arundel Limousine body. Rolls-Royce Custom Coach Works (RRCCW) Arundel Limousine was a body not often selected - in fact, only one Springfield Ghost chassis is said to have been bodied with the Arundel Limousine. You guessed it - chassis S333RL (additionally, 30 Springfield Phantom I's are shown as have been bodied with the Arundel). This car is a late Springfield ghost (one of the last 70 ghosts manufactured in Springfield) and it's unclear to me who supplied this body style to Roll-Royce. However, Rolls-Royce of America had purchased Brwester and Co. in January of 1926 and I'd have to guess this is a Brewster built body.

This car was originally ordered by Mrs. Carnell of Dayton, OH (Mrs. Julia Shaw Patterson Carnell) - by 1923, Rolls-Royce had opened seven factory showrooms across the United States including Cleveland, OH and I assume the car was ordered through the dealer in Cleveland. Mrs. Carnell was a wealthy socialite and philanthropist who married into the prominent Patterson family of Dayton. The Pattersons were one of the pinoneering families of Dayton and Mrs. Carnell's first husband was Frank Patterson. Frank and his brother John founded the national Cash Register company (NCR) in Dayton, OH. When Frank died in 1901, Julia inherited a sizable fortune and some time later married Harry Carnell - NCR's comptroller at the time. In 1926 she received her new Rolls-Royce and in 1928 drove it to the dedication of the new Dayton Art Institute. According to the Dayton Art Institute website, when The Dayton Art Institute outgrew its original home, a mansion located on Monument Avenue in downtown Dayton. Mrs. Julia Shaw Carnell, a prominent community leader, pledged to construct a new museum if the community would then endow and pay for its operations. Mrs. Carnell’s generosity of nearly $2 million created the landmark building that still houses the museum.. She is said to have also given most of the original art works.

After Mrs Carnell's ownership, the car next shows up in the RROC's Flying Lady (1962-3) owned by Paul Cox. Later, in 1984, the car is listed for sale in the Flying Lady (1984-2) by John Pierson - he asks $39,000. I believe Robert Mace purchased the car then and it appears that the family still owns the car today.

Mr. Orville Wright & Mrs. Julia Carnell (photo credit: Wright State University Library)

Alfa Romeo 8C 2900B Millie Miglia spyder by Touring

The Alfa team at the 1938 Millie Miglia (photo credit: velocetoday.com)

In 1937, the Alfa Romeo factory in Turin built five 8C 2900B race cars for the 1938 season - four of these were bodied by Carrozzeria Touring and campaigned at the 1938 Millie Miglia. Alfa Corse (the factory race team) was still headed by Enzo Ferrari, and the 2900B was an extension of the successful 8C 2900A. The "B" was a twin overhead camshaft, fully independent suspension car with twin Roots-type superchargers making over 200hp.

The Simeone Collection's 8C 2900B - chassis 412031

Chassis number 412031 (wearing #143) was driven by Clemente Biondetti and Aldo Stefani won the 1938 Millie Miglia. This car now resides in the fantastic Simeone Collection. I took this picture (not my best shot) when visiting the collection a few years ago.

Ralph Lauren's 8C 2900 - chassis 412030 (photo credit: ralphlaurencarcollection.com)

Chassis number 412030 (wearing #142) was driven by Carlo Pintacuda and Paride Mambelli and after leading most of the race was sidelined at the last check point (brakes) and ended up second. The car was later bought from Alfa Corse by Count Felice Trossi. In the 1940s it came to the US and was owned and raced by Tommy Lee (Pikes Peak and Watkins Glen). Phil Hill bought the car from the Lee estate and he drove it to victory at Pebble Beach in 1951. Later, Brooks Stevens commissioned a bare metal restoration on the car in 1967. Today the car is owned by Ralph Lauren who purchased it from the estate of Bill Serri in early 2004 and had the car restored by Paul Russell.

Chassis 412033 and 412034 (wearing numbers 148 & 141) are not thought to have survived in tact.

Chassis 412021 - a re-creation 8C 2900B

I happened to see this car a number of years ago (I believe at the Quail) - I didn't know it at the time, but this car is a recreation. According to an article in the September 1997 edition of Classic & Sports Car Magazine, this car - chassis 412021 (an 8C 2900A) was re-bodied by Alfa after being retired from racing and sold to a German officer during the war. Confiscated by US troops after the war, it came to America and was caught in a shop fire - then buried. The remains were dug up and restored with a re-creation body fabricated and the car built to 8C 2900B specifications.

I've ridden in a 6C 1750 and only imagine the power and performance of the 8C 2900.

Chassis 412021 after being re-bodied by Alfa (photo credit: Yaroslav Bozhdynsky)

1954 Mercedes-Benz W-196 (chassis 00006/54)

Juan Manuel Fangio in a W-196 at Pebble Beach in 1991

The count-down is on for the sale of one of the most important and historically significant race cars to come to auction in a long time - the 1954 Mercedes-Benz W-196 (chassis 0006/54). One of only 14 manufactured, and one of only 10 surviving. The only one in private hands, this car was piloted to victory in the 1954 German and Swiss Grand Prix - at the hands of non-other than "El Maestro" himself - Juan Manuel Fangio (1911-1995).

I had the great fortune to see Fangio at the 1991 Pebble Beach Concourse de Elegance. After being honored at the Monterey Historics that year he came to Pebble Beach and drove a W-196 (I believe from the Mercedes-Benz Classic collection).

The Argentine's career is well documented with five Formula One World Driver's Championships to his credit. His Formula One racing career didn't really materialize until after WWII and he won his first championship, driving for Alfa Romeo, in 1951 - at the age of 40. In 1954, he won his second championship - starting the season with Maserati, but jumping to Mercedes-Benz when they entered mid-season. He won eight out of twelve races that season.

Of the W-196's that remain, the Mercedes-Benz Classic collection holds six (W-196 R models) - with another one in Turin, one in Vienna and one in the collection of the Indianapolis Motor Speedway Museum. The final car is the one being sold by Bonhams - one of the "non-fendered" cars built for Fangio and Moss to drive on road courses.

Bonham's describes the car's history as follows: "After its final race, driven by Kling at Monza, it had been prepared to full race standard and then consigned to the Daimler-Benz Exhibitions Department on December 22, 1955. In June 1965 it was exhibited in Munich and during 1966 it starred at both Le Mans and Hockenheim. It then appeared at the 1967 British Grand Prix before being used for tyre testing at the Unterturkheim factory test-track, and displayed in Berlin and at Stuttgart University. Further display duties followed in 1969 in Luxembourg, Berlin and Hamburg.... On June 24, 1972 the car ran in engine tests at Unterturkheim before, on May 22, 1973 Mercedes-Benz officially presented it – as a smarter replacement for deteriorating car '14 – to the freshly re-constituted National Motor Museum at Beaulieu, Hampshire, England.

Some years later that Museum's authorities decided to offer the car for sale, to help finance construction of a Museum library and ... was sold to Sir Anthony Bamford of JCB Excavators. It was acquired from him – in a deal brokered by Adrian Hamilton of Duncan Hamilton Ltd. – by French collector Jacques Setton ... Setton is reputed to have paid what was at the time a world-record price (for any motor car). It then passed subsequently to German businessman Friedhelm Loh ... The car was then re-sold and today, after many years out of public view, 'Triple-Oh-Oh-Six' is offered here." 

At Bonham's invitation, Mercedes-Benz Classic, has inspected the car and produced a report confirming the vehicle’s originality and authenticity.

1954 Mercedes-Benz W-196 (chassis 00006/54) - (photo credit: Bonhams Auctions)

Juan Manuel Fangio driving a Mercedes-Benz W-196 - (photo credit: Bonhams Auctions)

1926 Rolls-Royce Silver Ghost Tilbury Sedan (S158MK)

Rolls-Royce Silver Ghost Tilbury Sedan (S158MK)

This car was built by Rolls-Royce of America in Springfield, MA and was originally purchased by Mrs. R.D. Inman (Clarissa Alice Keyes Inman, 1874-1947) of Portland, OR. Mrs. Inman inherited a stake in the Inman-Poulsen Lumber Company - the largest in the state - upon her husband's death in 1920 (the mill would be sold to Georgia Pacific in 1953). Mrs. Inman is also known for inventing the electric curling iron, whose royalties would help maintain her standard of living.

After her husband's passing she built a lovely home at 2884 NW Cumberland, Rd in Portland where this Rolls-Royce presumably would have been kept. Today the house is listed for sale for $2,850,000. Additionally, she selected the Tilbury Sedan with collapsible rear quarter for her new Rolls-Royce. The Tilbury was a popular offering from the Rolls-Royce Custom Coach Work catalog (RRCCW) - only the Pall Mall touring and Pickwick Limousine adorned more Springfield Silver Ghost chassis. The Tilbury body was provided to Rolls-Royce by the Willoughby Company of Utica, NY. A long-standing and highly regarded coach works, Willoughby produced 372 bodies for the Springfield Silver Ghost chassis and 43 for the Springfield New Phantom (PI). Shortly after Rolls-Royce of America purchased Brewster, Willoughby’s involvement with Rolls-Royce’s Custom Coach Work program ended.

This car appears to not have strayed far from it's original home. I'm not sure when the car left the care of Mrs. Inman, but I found it listed for sale in 1968 (The Flying Lady 68-6) for $5,500 by Wesley Clifton of Seattle, WA. The image I have has Herb Schoenfeld of Mercer Island, WA noted on the back. Today, the car (S158 MK) is in the collection of the Lemay Museum of Tacoma, WA.

The Tilbury Sedan on the Rolls-Royce Silver Ghost Chassis (photo credit: Bonhams Auctions)

Andrew L. Riker - pioneer race car designer

The Riker electric "Torpedo" racer (photo credit: Horseless Age, November 20, 1901)

Andrew Lawrence Riker (1868 - 1930) was a pioneer of the automotive age and much has been written about him. I won't try and retell him entire story here, but simply to illuminate his racing career. In believe Riker to be a bit unique in that he designed electric, steam, and gas cars over his storied career - serving as the first president of the Society of Automotive Engineers as well.

Riker started out as proponent of electric power and founded the Riker Motor Wagon Company in Brooklyn, New York. The company's name was soon changed to the The Riker Electric Motor Company and his racing career was born with a win at the Narragansett Park Track (Providence, RI) in 1896. The moved to Elizabeth, NJ and took the name the Riker Electric Vehicle Company in 1898. Riker would often speak of the supremacy of electric power for city vehicles and the bulk of his business was making commercial vehicles (today the Smithsonian holds one of these vehicles in its collection). Regardless, it seems his passion was speed and he built (to my knowledge) the first purpose-built electric racer in 1900 -
winning a 50-mile endurance race on the Merrick Road course on Long Island. This car was reworked into the "Torpedo Racer" of 1901 (seen herein) which unofficially set the mile record at Coney Island, NY - breaking the the mile-a-minute barrier. I believe the Owls Head Transportation Museum in Maine has recreation of this vehicle in its collection. 

Riker sold his company to Col. Pope's Electric Vehicle Corporation in 1901 (taking a position in the firm) and immediately set about designing a gasoline powered car. This attracted the attention of the Locomobile Company who was looking to transition out of its dated steam car into a new product offering. By 1902, Andrew Riker was a Vice President at Locomobile and the driving force behind the design of their cars for the next decade. It wasn't long before Riker has a chance to design another race car. Dr. H.E. Thomas of Chicago make request of Locomobile (through the company's Chicago agent) for a race car suitable for running the 1905 Gordon-Bennett race - to be held in France that year. It's said that company wasn't really interested and sent word back to Chicago that if Dr. Thomas really wanted a race car he'd have to pay $18,000 for it. An astronomical sum of money at the time, it was thought this would discourage Dr. Thomas. However, to everyone's surprise, Thomas said yes, and Riker got to work. Riker designed a car unlike anything the company had built previously - very much in the style of the competing European cars of the day. Riker must have poured himself into the job and the company seems to have championed the cause as well. Locomobile actually selected a driver and sent him to Europe to campaign DR. Thomas' racer car. Joe Tracy (1873-1959) was just the man for the job, but unfortunately Tracy stripped two of the four forward gears and the car was retired with only a couple laps under it's belt. Not to be deterred, the car and Tracy came home and entered the Vanderbilt Cup race in the same year. The car was improved (learning from their experiences in France) and Tracy (with Al Poole as his riding mechanic) handled her beautifully - finishing second in the elimination trials and third in the Cup race. This car was the first American car to place in an international motor race (wearing #7).

Dr. Thomas' Locomobile racer (photo credit: Horseless Age, May 10, 1905)

Inspired, Riker went back to the drawing board and created a masterpiece for 1906 - actually two Locomobile team racing cars to be campaigned by Tracy & Poole once again. One of these cars would win the American elimination race and, although favored, would place 10th in 1906 (wearing #9). These team cars would be upgraded over the next two years and as they challenged for the Cup. In 1908, one of these cars (wearing #16) - and driven by George Roberson (with Glen Ethridge as his mechanic) because Joe Tracy had retired - won the Vanderbilt Cup. The car lives on in its current home - the Henry Ford collection - as one of the most important American built race cars every made. This car was the first American car to win an international motor race - a very fitting tribute to its designer, Andrew Riker.

1906 Locomobile racer (photo credit: Motor Way, 1906)

The Locomobile team garage at the 1906 Vanderbilt races (photo credit: Motor Way, 1906)

1906 Locomobile racer that won the 1908 Vanderbilt Cup at the Henry Ford

The 1906 American team for the Vanderbilt Cup race (photo credit: Motor, October 1906)

J.P. Morgan Jr.'s 1930 Rolls-Royce PII Brewster Phaeton

Irving Jensen III and their 1930 Rolls-Royce PII Brewster Phaeton - originally owned by J.P. Morgan Jr.

When walking the paddocks (where they unload the cars) at Pebble Beach a few years ago, we stumbled upon the Jensen's and their freshly restored 1930 Rolls-Royce Phantom II. They were very kind and took a moment to tell the story of their very special car. This car was ordered new by J.P. Morgan Jr. (1867-1943) who succeeded his father as head of the family firm in 1913 (upon his fathers passing), becoming heir to an estate of more than $50,000,000. J.P. Morgan Jr. seems to have favored Rolls-Royce and Brewster & Company coachworks. Morgan Jr. had ordered a Rolls-Royce Silver Ghost Brewster Limousine in 1926 - with the family's distinctive green and black colors, as wall as a raised roof line (per Morgan's specifications - apparently he like to wear his top hat in the car). The 1926 Silver Ghost is in the collection of the Henry Ford. In 1927, Morgan ordered another Rolls-Royce, this time a new Phantom with winter and summer coachwork from Brewster. This car is listed for sale in the 2013 Dragone Classic Auction wearing it's summer body - a Piccadilly roadster. The Jensen's car was delivered in 1930 - an unusual RHD car with custom Brewster Phaeton coachwork - also with the family's colors and raised roof line. This car was in the Thompson Products Museum (later the Crawford Auto Aviation Museum) in Cleveland, OH for many years. I'm not sure how it ended up there or how the Jensen's came to own the car. It is said that J.P. Morgan Jr. tried to reverse the course of the great depression, but to no avail. Regardless, his personal wealth allowed him unthinkable extravagance at a time of great financial hardship. Not only did Mr. Morgan acquire a new Rolls-Royce in 1930, he also took ownership of his newest steam yacht, the Corsair IV, built for a staggering $2.5 million.

The car when in the Thompson Products Museum (photo credit: The Flying Lady 53-2)

J.P. Morgan Jr. (photo credit: Corbis Images)

Mrs. Vanderbilt's 1913 Rolls-Royce Brewster Town Car

1913 Rolls-Royce Brewster Town Car (25MA) owned by Mrs. C. Vanderbilt II

1913 Rolls-Royce Brewster Town Car (25MA) owned by Mrs. C. Vanderbilt II

I found these pictures of a 1913 Rolls-Royce Silver Ghost (25MA) Brewster Town Car (sometimes described as a 1914) among a batch of Rolls-Royce images. This places the chassis in the first series of Silver Ghost chassis to be designated by letters as well as numbers (series A) - or the 10th overall series of silver ghost chassis produced by the factory. This car has a very interesting history as it was imported into America by Brewster & Co. - the New York agents for Rolls-Royce starting in 1914. The car was sold to Mrs. Cornelius Vanderbilt II (Alice Claypoole Gwynne Vanderbilt, 1845-1934) and bodied by Brewster in the town car livery it wears to today. This car has been attributed to Cornelius Vanderbilt II, but this is not the case as he died in 1899.

According to Mark Theobald of coachbuilt.com, Brewster & Co. kept a record of each import family’s colors - J. P. Morgan's was dark green, the Vanderbilt's a special maroon, and the Astor's a shade of blue. Apparently, A total of 46 Rolls-Royce chassis were received by Brewster between 1914 and 1916 when shipments ceased due to the sinking of the Lusitania. Ironically, Mrs. Vanderbilt II's son Alfred went down on the Lusitania in May of 1915. Mrs. Vanderbilt II was sometime referred to as the Queen of New York Society and had a notorious rivalry with her sister-in-law which resulted in ever more extravagant homes built in Manhattan and Newport, RI. Upon Mrs. Vanderbilt II death in 1934, I believe the car was inherited by her daughter-in-law, Mrs. C. Vanderbilt III (Grace Wilson). The picture shown herein is subtitled on thegildedageera.blogspot.com as Mrs. Vanderbilt III returning to her Rolls-Royce limousine from a clothing store along upper 5th Ave with her chauffeur, Henry, waiting to open the door. I believe this photo shows 25MA.

I've also found reference to Mrs. Vanderbuilt III in the Pittsburgh Post Gazette of 1941. The paper reports on the sale of Mrs. Vanderbilt's mansion at 640 5th Avenue as the end of an era in New York society. They note that Mrs. Vanderbilt (70) inherited the title of Queen of Society from her mother-in-law and comments: "From the maroon color of her ancient Rolls-Royce town car to...".

This leads me to believe that the car was keep in the Vanderbilt family over two generations and most likely disposed of after Mrs. Vanderbilt III's death in 1953. The car next shows up for sale in the RROC's Flying Lady in 1956 (No. 56-3): "SILVER GHOST 1914 Brewster Town car 25 MA, engine 919TG. Originally owned by Mrs. Cornelius Vanderbilt. Running condition, needs paint. Make offers to E.L. Parker, 5644 Pinetree Drive, Miami Beach, Fla." The car is seen again in the Flying Lady in 1972 (No. 72-2) for sale by Alan L. Blum of Balboa Island, CA for $35,000. By the mid 1980's the car is in the collection of Richard Burdick of Texas and remains with him until the Burdick collection is auctioned in 2010. The car is sold by Dan Kruse Classic Auctions for $286,000 - still retaining it's original engine and bodywork (and possibly some original finishes as well - though the car seems to have been altered a bit from the Vanderbilt's ownership).

I believe this to be 25MA when in the care of Mrs. Vanderbilt III (photo credit: thegildedageera.blogspot.com)

25MA as advertised for sale in 1972 (photo credit: The Flying Lady, No. 72-2)

25MA when in the Richard Burdick collection (photo credit: Dan Kruse Classic Auctions)

1932 Packard Custom Eight Convertible Victoria by Dietrich

1932 Packard Custom Eight Convertible Victoria by Dietrich

I photographed this 1932 Packard Model 904 Custom Eight with Convertible Victoria coachwork by Dietrich at Pebble Beach. It's said that only 4 Packard Model 904's were bodied by Dietrich in the Convertible Victoria style (style number 2672). Introduced in 1929 for the Lincoln and Packard chassis, Dietrich based his Convertible Victoria on the model made popular by Waterhouse.

Ray Dietrich started with Brewster where he meet Tom Hibbard - they left in 1920 and started the LeBaron firm (creating the French sounding name to add some prestige to the unknown firm). In 1925, Dietrich traveled to Detroit (where he felt the future of his custom designs business lie) and after a purchase offer from Murray Body Company was refused, Ray was offered a deal to set up his own firm. According to coachbuilt.com, Dietrich Inc. started small but grew quickly and after hiring a friend of Alvan Macauley's as salesman, business with Packard grew. The Michigan State University Libraries has a fantastic collection of Packard photographs of which I've included two showing the model 904 Convertible Victoria by Dietrich.

The car above is chassis No 194009 (engine No 194018) and has a been through a string of well known collections, including Otis Chandler, John Mozart, and Matt Browning.  This car sold in 2009 at Gooding & Co's Pebble Beach sale for $750,000.

Of the other three cars (pictured below), one was a "no-sale" at Bonham's 2012 Scottsdale sale (chassis No 194181 / engine No 194200) - the maroon car. Another car was sold by Gooding & Co at their 2008 Scottsdale sale for $1.2 million - the blue car. The last of this group of four showed up on the AACA's discussion forum - the green car is unknown to me. 

photo credit: The Making of Modern Michigan, Michigan State University Libraries

photo credit: The Making of Modern Michigan, Michigan State University Libraries

photo credit: Bonhams Auctions

photo credit: supercars.net

photo credit: aaca forums

1932 Chrysler Imperial Custom Roadster

Walter P. Chrysler Jr.'s 1932 Chrysler Imperial Custom Speedster at Pebble Beach.

 
I shot the photo above at Pebble Beach (circa 1990) of this 1932 Chrysler Imperial Custom Speedster, owned at the time by Sam Mann. This car was built by Walter P. Chrysler for his first born son, Walter Jr. (1909-1988). Walter Sr. had built a very successful automotive empire by this time - as well known for his engineering focus as his astute financial management of the company bearing his name - Chrysler is said to have had two similar cars specially built for his sons (Walter & Jack).

The Imperial was introduced in 1931 and represented the pinnacle of Chrysler output in the classic era. Few Custom Imperials were produced (only 4 roadsters are said to have been produced in 1932) with the model seeing a dramatic change in 1934 with the introduction of the Airflow.

Although Ralph Roberts and the LeBaron team were responsible for Imperial bodies, this car is said to have been styled by Herb Weissinger of Chrysler's Color and Art Department (Herb would leave Chrysler after the war and go to Kaiser, influencing their post-war design). Weissinger oversaw the production of the car in Chrysler's custom body shop, but it was Fred Zeder's engineering team that gave the car it's muscle. The car is said to have many experimental features (with many parts stamped "experimental"), including a shorter wheel base and high compression head which increased the horse power to 160.

The car was finished in May of 1932 and Fred Zeder as well as Barney Oilfield were photographed with the car - as can be seen by the photo, the car was originally finished in a lighter color. Ironically, 1932 was the only year that Chrysler Corporation lost money under Walter Sr's direction.

Walter Jr's interests never really included running an automobile company. He became a well known collector of art prior to attending college at Dartmouth. Walter Jr would leave college prior to graduation. However, he founded a publishing house and an art gallery around the same time. Walter Sr would build the iconic Chrysler building (financed by his personal fortune) and give over the management to his son's - Walter Jr. would sit on the board until the building was sold in 1953. Walter and his second wife opened a museum in Provincetown, MA in 1958 - a summer art colony. The car is said to have been found at their summer home in Provincetown in the 1960's. Sam Mann apparently acquired the car in the mid-1980s and it restored prior to its showing at Pebble Beach.

The second car shown is also a 1932 Chrysler Imperial Custom Speedster which I photographed at Hershey a few years back. I know much less of this car - it is said to be largely original and only to have had 4 owners. A car owned by Mark Smith of NH was shown at Pebble Beach after I took this picture and the two are quite similar (possibly the same car) - it was shown in the preservation class.

UPDATE: I was very fortunate to hear from the owner of the Speedster shown below and he has filled in some of the history of this significant automobile. The car is a CG model built in 1931 and shown at the New York Auto Show. It's first owner, Dr. Whelan of Philadelphia's main line, purchased the car at the show. However, as part of the deal, the car was sent back to Chrysler to receive all the 1932 Imperial upgrades. Delivered in 1932, car was stamped with a second set of numbers by Chrysler - there's two sets of build sheets in the Chrysler archives. Dr. Whelan would later take the car to the Derham Body Co., right there in his hometown of Philadelphia, and have the car modified to futher the speedster theme (sometime in the late 1930s or early 1940s). The car was then shown at the inaugural CCCA meet in 1952 - in conjunction with the New York Auto Show. Dr. Whelan would finally part with his beloved speedster around 1959 or 1960. The second owner brought the car to Hershey in 1981, selling it for $130,000. The current owner purchased the car in 2001 and has had the car carefully returned to it's original configuration.

A different 1932 Chrysler Imperial Custom Speedster photographed at Hershey

The Walter P. Chrysler Jr. Imperial Custom Speedster when finished with Oilfield and Zeder (photo credit: theoldmotor.com)

S.B. Stevens and his Darracq Racers

S.B. Stevens' 80hp Darracq (photo credit: The Automobile, February 1, 1906)

Automobiles have been raced right from the start and at the turn of the 20th century organized motor racing started to come into its own. Initially, this pursuit was one of amateurs, with the drivers being the car owner or creator. In an age of aristocratic sportsman, the only individuals with the wealth to go racing, a small group emerged - and a select few actually established "racing stables" (a term used in the day). One of the most enthusiastic was S. B. Stevens of Rome NY.

Samuel Barron Stevens Jr. (1874-1935) was born into a wealthy family of politicians and industrialists. His father (James [Jim] P. Stevens) and his grandfather (Samuel B. Stevens) both served in the New York State Assembly and as mayor of Rome, NY. S.B. Stevens seems to have chosen automobiles over politics. He attended Harvard's Lawrence Scientific School (1892-1898 - now The Harvard School of Engineering and Applied Science), to pursue his interest in engineering, though he seems to have left without receiving a degree. He bought his first car in 1901 (National Electric Runabout) and followed his father into the family business, becoming Vice President of the Rome Merchant Iron Mills of Rome NY. By 1903, he had joined the New York Yacht Club and established a significant garage of automobiles and equipment. The MOTOR of August 1904 published a two page article, authored by Stevens, telling of his impressive stable - including a Waverley Electric, two Gasmobiles, three Mercedes (35hp, 8-10hp, and a 60hp), a Winton touring, and two Darracqs (15-20hp & 30-35hp). In this same year, Stevens traveled to Ormond Beach for the second running of the speed trials where he drove his 60hp Mercedes.

At Ormond, Stevens would be joined by other wealthy amateur sportsman also engaged in automobile racing such as William K. Vanderbilt, Alfred G. Vanderbilt, E. R. Thomas, B. M. Shanley, Jr., and E. H. R. Green. S.B. Stevens would state that he favored speed trials over track racing deeming them safer and he raced at Ormond-Daytona Beach for a number of years. Stevens was heavily influenced by the high horse power machines from Europe that he saw racing at Ormond and he proved a ready buyer. He soon had his chance, purchasing the 90hp Mercedes (there were only four of these cars in America) from Clarence Gray Dinsmore (driven in the 1905 Vanderbilt Cup by Warner). Stevens would put this car to immediate use by campaigning it at the 1905 Ormond Beach races - the car would retire with a mechanical failure.

Stevens wasn't to be deterred and got another chance in 1906 (at Ormond Beach) as reported by the New York Times on January 26th "The Darracq company of France took immediate action in disciplining Hemery (head of the Darracq racing team), whose refusal to obey the racing committee lead to his suspension yesterday. A cablegram was received this morning from A. Darracq, the head of the company in France, placing he entire management of the four Darracq racing cars in the hands of Charles D. Cooke of the American Darracq company. Mr. Cooke turned the cars over to S.B. Stevens, whose offer for the 80 horse power Vanderbilt Cup winner was accepted by A. Darracq in the same cablegram". Not only did Stevens buy the 80hp Darracq, that year's Vanderbilt cup car, but he also purchased the 200hp Darracq sprint special built to brake the mile record. Stevens would average 90 mph over 10 miles in the 80hp Darracq, winning the Corinthian Championship for amateur drivers. Louis Chevrolet, under contract with Walter Christie but let out to drive the Darracq, would pilot the 200hp Sprint Special setting a new record for gasoline cars for the mile (only Marriott's Stanley racer would go faster).

200hp Darracq purchased by S.B. Stevens - Hemery shown behind wheel (photo credit: The Automobile, February 1, 1906)

In the same year (1906), the 80hp Darracq would be campaigned at the Ventnor Beach Races in Atlantic Cirty , NJ and again at the Dead Horse Hill Climb in Worcester, MA. The New York Times of September 4, 1906 reported "S.B. Stevens, the young amateur racing automobilist of New York City and Rome, NY captured the free-for-all championship for the Atlantic City Cup with the eighty-horse power Darracq, driven by his chauffeur, Campbell.... The victory of Stevens in the free-for-all marked his second victory for the club cup and under the conditions the trophy now becomes his property."

He would continue to add to his stable in 1907, when he ordered a new 50hp Roll-Royce in May of that year. The New York Times stated (April 28, 1907) - "S.B. Stevens, the amateur racing motorist and president of the New York Motor Club, took delivery of a six-cylinder 40-50 hp Rolls-Rolls last week. The car is a touring model with 135 inch wheel base. Mr Stevens was attracted to this new car by the performance of the Rolls-Royce in the English Tourist Trophy contest of last season, which it won very handily". Stevens actually purchased two Rolls-Royce Chassis (60553 & 60565) with the Barker touring body pulled off chassis 60565 and placed on chassis 60553 - chassis 60565 was then campaigned by Stevens in reliability/durability trials.

1908 would seem to be the last year of his racing endeavors - maybe by at age 34 he thought better of risking life and limb behind the wheel. Regardless, he acquired and raced the 60hp Fiat Cyclone (a factory built special racer). By this time Stevens was part of the Ormond race organizing committee, but he raced as well, however Emanuel Cedrino (Fiat factory driver) would take the wheel of the Cyclone. Cedrino would be killed in this same car later in the year at Pimlico race track.

As a well known and active participant in the A.A.A. and A.C.A,  Stevens would be called upon to referee a number of events after his racing days were through. He had one last record to break in 1916 when he and 4 others teamed up to drive a Marmon across country besting the record previously set by Cannon Ball Baker. In 1927, he would establish a trophy to be presented to the best performing stock car at the Indianapolis 500 - the Stevens Challenge Trophy would be awarded through 1954. Samuel B. Stevens passed away in November of 1935.

Of the many cars that he owned, I know that his Rolls-Royces have survived, as well as the 200hp Darracq - which would be bought by Algernon Guinness of brewing fame. Only the Darracq's original engine survived but a recreation using the engine (and a few other parts) has been built. The Fiat Cyclone was rebuilt after the crash that killed Cedrino and ending up with Ralph De Palma - I don't believe it survives.  As for the Mercedes, I'm simply not sure if any of the surviving cars from the period are from Stevens garage.

S.B. Stevens Racing record (that I could trace):
1904 Ormond Beach, FL - (60hp Mercedes) driven by Campbell - Stevens' chauffeur
1905 AAA / Glidden Trophy (NYC to NH) - (20hp Darracq) Stevens was first to leave NY and first to Portsmouth NH
1905 Ormond Beach - (90hp Mercedes) out with a mechanical failure
1906 Ormond Beach, FL - (80hp Darracq & 200hp Darracq) Stevens' 80hp Darracq would average 90 mph over 10 miles winning the Corinthian Championship for amateur drivers - this is the Vanderbilt Cup winning Darracq of 1905.
1906 Ventnor Beach , NJ - (30hp Darracq & 80hp Darracq)
1906 Dead Horse Hill Climb Worcester, MA - (80hp Darracq)
1906 National Automobile Tour (Canada) - (Darracq)
1906 Glidden (40-60hp Darracq)
1907 Glidden Cup Contest
1907 Albany to NYC endurance run - (Darracq)
1907 Empire City Track, NY - (Darracq)
1907 ACA Sealed Bonnet Race - (20hp Darracq)
1908 Ormond Beach, FL - (60hp Fiat Cyclone) driven by Stevens and Emanuel Cedrino
1908 Savannah, GA - race official (ACA committee)
1909 Brighton Beach, NY race - referee
1910 - ACLIAC endurance run - race official
Wheeler-Schebler Trophy Race - referee

photo credit: Motor, August, 1904

photo credit: Motor, August, 1904

S.B. Stevens' Fiat Cyclone (photo credit: State Archives of Florida)

S.B. Stevens' 1907 40/50hp Rolls-Royce - chassis 60565

Oscar Hedstrom before Indian Motorcyles

photo credit: Horseless Age, June 13, 1900

photo credit: Horseless Age, June 13, 1900

While researching another story, I came across this interesting bit of information about Oscar Hedstrom (the co-founder of the Indian Motorcycle Manufacturing Company - originally named the Hendee Manufacturing Company for George Hendee, co-founder with Hedstrom).

This story starts with the De Dion & Bouton Company of France and their very successful motor. By 1898, Kenneth A. Skinner (whom I've written about before) had starting importing the De Dion tricycles into America. In fact, Kenneth Skinner was the first importer of motorized vehicles in the United States. Based in Boston, he helped found the Boston Dealers Association, the oldest automobile dealers association in the country. In 1899, De Dion and Skinner secured the US patents to the French engine design and began manufacturing the engines (and vehicles) here in America (Brooklyn, NY). The De Dion engine powered many early gasoline vehicles. It's said that over 150 different motorcycle and automobile manufacturers bought licenses to build the De Dion engine. By 1900, De Dion was the world's largest manufacturer with annual production of 3,200 engines. As an example, the George N. Pierce Company would use the De Dion engine until developing an engine of their own design.

C.S. Henshaw and Oscar Hedstrom were both bicycle racers who gravitated to racing motorized vehicles at the turn of the last century. In fact, they competed against Kenneth Skinner who campaigned the De Dion tricycle quite successfully. The Horseless Age of March 28, 1900 reported that Kenneth Skinner had secured the services of Henshaw and Hedstrom as racing experts to represent him on the track.

Henshaw started racing bicycles in 1890 and worked for a tire manufacturer in 1896 - touring the country racing bicycles. In 1897, Henshaw met Skinner and worked for him when he first opened his dealership in 1897. Soon after, Henshaw would partner with the renowned French racer, Henry Fournier, doing public exhibitions of motorcycles. In 1898, Henshaw partnered with E.R. Thomas in promotion of their motorcycles. After what must have been a very short engagement with Skinner in 1900, both Henshaw and Hedstrom teamed up to build a "pacer" (a motorized bicycle). This "pacer" was powered by a De Dion engine and if you look at the early engine designs of Hedstrom, you can see the De Dion influence. This effort caught the attention of George Hendee, a bicycle dealer, who would famously team up with Hedstrom and start the glorious Indian brand of motorcycles in 1901.

Henshaw would go back to the Thomas company and open up a dealership in 1904 right next door to Skinner's De Dion garage. Skinner would continue to represent De Dion - a story I look to write about soon.

photo credit: Horseless Age, March, 1900

photo credit: Horseless Age, June 19, 1901

photo credit: Cycle and Automobile Trade Journal, May 1, 1904