1926 Duesenberg Model A Custom

1926 Duesenberg Model A Custom (from the author's collection)

I purchased this photo at Hershey last year. On the back is hand-written "Auburn". Of course, it is not an Auburn, but a Model A Duesenberg that was customized in the day for Theodore Koslov (often spelled Kosloff). The car is currently offered for sale by Mark Hyman - the asking price is $695,000.

Hyman describes the car as being commissioned in 1933 with the work done by Bud Lyons, a Hollywood based custom shop of the period. The photo appears to show the car wearing a 1934 California license plate and may show Theodore Koslov in the background - the man standing farthest to the right? I've been able to find little on Bud Lyons, however Hyman notes that the car utilizes a 1934 Oldsmobile hood and taillights. 


Theodore Koslov (1882-1956) was born in Moscow and started as a professional ballet dancer. Arriving in the United States in 1909, Kosloff was introduced to Cecil B. De Mille and began working as an actor. Soon Kosloff was also in demand as a choreographer on Broadway as well as in films. Kosloff's acting career was in decline about the time this car was built as he was not able to make the jump to "talkies" due to his Russian accent. However, the LA Times noted, "Kosloff, for his part, was clever, or lucky, enough to take Paramount stock in lieu of salary early on. And having invested wisely in L.A. real estate, the onetime starving artist became an arts entrepreneur."

Koslov sold the car not long after this photo and the car traveled through many hands, even having it's engine swapped for a Marmon V-16 (around the time of WWII).  The car stayed in LA until being rediscovered by Ray Radford in 1979 who commissioned the current restoration with help of Strother MacMinn.

Today the car is a bit different than the original in detail. If you look closely you see a number of small deferences, including the color.

The Duesenberg Model A Custom today (photo credit: velocityjournal.com)

George Whittell and his Phantom I Rolls-Royce

George Whittell's 1927 Rolls-Royce PI - S425FL (from the author's collection)

I had the pleasure of seeing this car recently, and I have to admit, I was really taken by it. The Springfield built cars of Rolls-Royce of America are some of my favorite cars from the Classic era. This car (S 425 FL) is a very early Springfield Phantom I (1927) and wears the step plate of a somewhat obscure San Francisco body company. I'm not sure I'd describe the body as beautiful, but in person it's quite striking and it's rare to see a Rolls-Royce bodied in San Francisco. Needless to say, I had to find out the story behind the car.

Well, it appears I'm not the first person to be curious about this car as I found an article from August of 1987 written about the car in Special Interest Autos. The Rolls-Royce's history is facinating and starts with George Whittell Jr. Mr. Whittell, the only child of San Francisco real estate and banking wealth (he was actually a twin, but his brother died at the age of three), was a notorious playboy with a passion for cars, boats, and women. Many automobile enthusiasts will know him as one of the Duesenberg brothers greatest fans, purchasing six Model J's over his lifetime. One of these cars, nick-named the Whittell Coupe, was sold by Goodings & Co in 2011 for $10.34 million. 

It turns out George liked Rolls-Royce's as well, and according to an interview by Automobile Quarterly (Vol. 26, No. 1) of Francis Kuboski (Whittell's mechanic), in August of 1927 Whittell accepted delivery of a Rolls-Royce Phantom I chassis from Springfield. According to Kuboski, Whittell hired a coachbuilder from England to come over and design a body to be built at Burt Larkins shop on Geary Street in San Francisco. Further, according to Kuboski, after the car was delivered to Whittell, he parked it and drove little. This conflicts slightly with the SIA article which stated that Whittell was sometimes seen in the car diving about with one of his pet lions. Regardless of which story you believe, the car saw minimal use and was sold to Douglas Duggins - a neighbor of Whittells in Woodside, CA. In 1948 the car passed to Lee Sturla, who stored the car for over 40 years there in the San Francisco area. I'm not sure when or from whom the current owner acquired the car. As with all Phantom I's, this car has a 7 liter, 6-cylinder engine and appears to retain its original paint and interior.

Larkins & Co. is described within Mark Theobald's wonderful website, coachbuilt.com. The company was started just after the civil war by an Irish immigrant named William Larkins. By the time the company entered the automobile business it was run by William Bernard Larkins, but he died in 1913 and his son, William Burton Larkins (known as Burt) took over. After the great fire of 1906, the company relocated three times, finally settling in the former Geary Street car barns (originally housing steetcars or trollies). The company was primarily an auto body painter and repair shop. However, they built custom bodies for the luxury dealers in San Francisco and were also known for what would come to to be called the "California Top" (called the Larkins Top by the company). I had the good fortune to see one of these tops fitted to a Pierce-Arrow recently (it being sold new in San Francisco). Larkin & Co. would survive until the 1950's, when the next generation transformed it into the Larkins Brothers Tire Shops.

Today it is thought that there are less than a handful of surviving Larkins & Co. bodied cars.

1927 Rolls-Royce PI with Larkins & Co. body (from the author's collection)

 (from the author's collection)

I believe this is a Larkins Top on a Model 48 Pierce-Arrow (from the author's collection)

The Corbin Motor Vehicle Company

A Corbin in the process of restoration - circa 1955 (from the collection of the author)

I recently had a few pictures scanned from some undeveloped film Dad had shot as a Kid in the 1950s. Among the pictures was this Corbin. The Corbin is not a make see often these days and when I was growing up there was only one in the area - a fantastic yellow speedster own by John Lothrop. I had the pleasure of visiting Mr. Lothrop many years ago (he's now deceased) and viewing his cars. All  packed tight in the basement of his home were his Corbin, a Jeffery Touring car, a very interesting Autocar, and lovely boat-tailed Hispano-Suiza. 

The Corbin Motor Vehicle Company of New Britain, Connecticut appears to have introduced their first cars around 1903. The Horseless Age of November 25, 1904 states "The Corbin Motor Vehicle Co, of New Britain, Conn., will soon move into the old plant of the New Britain Knitting Co. The company expect to make a small car of medium price as well as their touring car, during 1905." According to the Cycle and Automobile Trade Journal of the time, the Corbin Motor Vehicle Company was controlled by the American Hardware Corporation. The founder and president of the American Hardware Corporation, Philip Corbin, giving the brand it's name. It turns out that New Britain was know as the "Hardware Capital of the World" or "Hardware City" at the time, with companies such as The Stanley Works (Stanley Tools) located there. It's import not to confuse this enterprise with the Jones-Corbin Company of Philadelphia - later re-organized at the Corbin Automobile Company. Early Corbins were air-cooled, similar to the Knox engine of the same vintage. In fact, Corbin had acquired the patent rights to J.H. Jones' air-cooled engine design. Jones would leave Corbin in 1904 and go to Knox as chief engineer. Corbin would eventually adopt a water-cooled engine design and promote it's cars through racing. The company placed second in the 1908 Dead Horse Hill Climb (Worcester, MA) and entered the 1910 Vanderbilt Cup Race (Long Island, NY). However, Corbin was unable to expand it's manufacturing capabilities and would end production in 1912.

I can't confirm that the car pictured ended up with Lothrop, but it wouldn't surprise me. Mr. Lothrop's Corbin still resides in New England.

The former John Lothrop Hispano-Suiza today (from the collection of the author)

The economical and reliable Buick

1911 Buick Model 26 Roadster (from the collection of the author)

Yet another shot from the mid-1950s showing what I believe is a 1911 Buick Model 26 Roadster. Early Buick's have always been popular with brass era collectors. They are economical, having been produced in large numbers, and reliable touring cars. In this picture, the Buick makes a great contrast to Rob Blood's 1907 Packard Model 30 (chassis 3924) sitting next to it.

Buick produced a prototype roadster in 1904 (now in the Sloan Museum) and by 1906 was producing 1400 cars annually. The company start producing cars in Jackson, Michigan and in 1907 opened a new factory in Flint. Production would overlap between both facilities until 1912 when they moved all car manufacturing to Flint for good. The company grew quickly, and when this car was made, Buick was the fifth largest automobile manufacturer in the United States behind Ford, Sudebaker / EMF, Willys-Overland, and Maxwell.

The Model 26 is said to be the roadster version of the Model 27 with a 34hp, 4-cylinder engine.

How do we get young people interested in the hobby?

Dad riding with John Leathers in his Northern (in the collection of the author)

I often get asked, "How do we get young people interested in the hobby?" Before I answer, let me re-phase the question as what's really being asked is "How do we get young people interested in the cars that I collect?" 

Of course, there's no limit to young people's interest in cars - simply go to SIMA. The question of course, is how to get young people interested in pre-war cars for example. The answer is often found in the stories of how today's collectors got interested themselves.  More often than not, someone gave them a ride in something totally amazing when they themselves were young. Today's kid's need a ride in a 1910 Pierce-Arrow, a 1930 Packard, or a 1955 Mercedes 300SL. In short, we need to expose them to great cars so they understand what one is. 

Of course, this is easier said than done, but I truly appreciate the collectors that open their garages to kids, and even better, give them a chance to sit in or ride in a great car.

When Dad was a kid, all the collectors he knew patiently answered his questions and gave him rides in their cars (if fact they would pick him at his house and give him a ride to the car shows before he could drive). Now, I find myself the father to a budding car guy (my 13 year son). We recently when east to drive antique cars and visit some collectors with Dad. I can honestly say the trip was hugely influential. He's always liked super cars and motor sports, but now he's really intrigued by the older stuff he's been exposed too. 

Here's hoping you get out and drive your own cars (and take a kid for a ride).

My son in a Ferrari 250 Lusso - thanks, Henry! (in the collection of the author)

My son in a Mercedes 300SL Gullwing - thanks, Gunner! (in the collection of the author)

My son with Dad's Rolls-Royce (in the collection of the author)

Once a classic always a classic

1928 Packard Model 443 Roadster (from the author's collection)

1930 Packard Model 733 Roadster (from the author's collection)

Packards have always been popular American luxury cars. Sold in strong numbers when new, they continued to be favorites of collectors in the 1950s and many are seen in Dad's photos from the period. The first car, I believe to be a 1928 Packard 443 Roadster (custom eight). Well used, this car would be considered an exceptional, original car today.

The next car looks to be a 1930 Packard 733 Roadster (standard eight). The smaller of Packard's eight cylinder models, this car wears 1955 Rhode Island plates.

1926 Franklin Runabout (from the author's collection)

This 1926 Franklin Runabout (Series 11A) illustrates the "new look" for Franklin designed by J. Frank de Causse - which also caused the resignation of John Wilkinson, Franklin's long-time chief engineer. Franklin dealers had been pushing for a car that more closely resembled other brands of the era and de Causse delivered a look similar to his work at Locomobile.

The final car seen here is a 1930 Pierce-Arrow Touring - a Model 133, the shorter of the two wheelbases offered that year. Dad remembers this car being painted chartreuse and black. It features the  straight-eight engine introduced the previous year (a record sales year for Pierce-Arrow).

If anyone knows where any of these cars has ended up, please leave me a comment.

1930 Pierce-Arrow Model 133 (from the author's collection)

1912 Simplex 50hp Touring

1912 Simplex 50hp Touring with J.M. Quinby body (photo credit: Richard Owen, supercars.net)

At this year's Pebble Beach Concours d'Elegance one of the featured marquees was Simplex, and of the roughly dozen cars that were shown, a couple were familiar to me. One of these cars was this 1912 Simplex 50hp touring with body by Quinby. This car was owned for over 20 years by a family friend and sold just prior to this year's event to Craig McCaw who showed the car at Pebble. 

This car sports an interesting touring style body with Victoria top by J.M. Quinby & Company of Newark, NJ. Founded in 1834, J.M. Quinby had a long-standing reputation for carriage building when they entered into building automobile bodies in 1899. Celebrating their 75th anniversary in 1909, the company's brochure noted their specialization in aluminum bodies. Quinby had showrooms in Philadelphia, Pittsburgh and Manhattan, and was for a time, the agent for Isotta-Fraschini and Simplex automobiles. This car was most likely purchased out of the J.M. Quinby showroom at 232 Fifth Avenue in New York.

This car has an extraordinary history that starts with it's purchase by Harold Vanderbilt. Harold Stirling Vanderbilt (1884-1970) was the third child of William Vanderbilt and known as "Mike" by those close to him. He was the younger brother of "Willie K" Vanderbilt, the name sake of the Vanderbilt Cup Races. Though less well known in race circles, Harold also campaigned races cars in the early years. Harold could afford the best in cars and owned many. However, he was more interested in sailing, and later in life, would win three America's Cups in J-class yachts.  

Around 1906, Harold met Eleonora R. Sears (1881-1968), who shared Harold's passion for sporting endeavors and cars. Eleonora "Eleo" Sears was the child of a prominent Boston family and circulated in the aristocratic social circles of New York and Newport, RI. She was a pioneer female athlete who's credits include winning the US Woman's doubles tennis championship 5 times, the first woman to ride in an all-male polo match, and the first woman squash champion in history. The Prince of Wales is said to have considered Sears his favorite dance, squash, and tennis partner. In 1911, the New York Times speculated that Harold Vanderbilt and Eleonora Sears were engaged to be married. In 1912, Harold gave Eleonora this Simplex Touring car (maybe in celebration of a coming marriage?)! However, a marriage was not forthcoming and the couple would drift apart soon after. Eleonora never married, but did keep the Simplex into the 1940s. 

The car was sold to a Mr. Sam Elliot who, in turn, sold it to Charles Chayne, GM's Vice President of Engineering at the time. It was Mr. Chayne who first restored the car. Using his resources at GM, Chayne made certain alterations to the car, including a custom-built power steering unit. Chayne later donated the car to the Larz Anderson Museum where it was kept until being offered at auction in the late 1970's. The car was purchased by the Collings Foundation who would eventually sell the car to our friend.

What an amazing car - it certainly looked fantastic on the fairway at Pebble Beach.

Automobile Topics, June 10, 1911

1925 Packard Model 236 Sport Phaeton

Coburn Benson's 1925 Packard Model 236 Sport Phaeton (from the author's collection)

This image of a 1925 Packard phaeton was taken by Dad in the mid-1950s at Larz Anderson park in Brookline, MA - the home of the VMCCA at the time. There were a number of Classic era Packards that would show up at these events. As Dad remembers it, anything older than 1915 was just a used car at the time. 

This particular Packard was owned by Coburn Benson (when photographed) and is a rare Model 236 Sport Phaeton. The car is an 8-cylinder of 85hp with a lower body, hood, and radiator than the standard Packard - characterized by the "sport" series. Most of the finishes on the car were original, however the car does have some factory installed updates including the cowl lights, and a high-speed differential. Additionally, the wire wheels were also a later addition.

Mr. Benson is said to have purchased the car from architect, Lorenzo Winslow (in D.C.) who had just finished overseeing the reconstruction of the White House for President Truman. Winslow had purchased the car from the original owner, the Dutch ambassador to the United States. Mr. Benson would own many great cars over the years, but I think he knew this car was something special - he would keep the car for the next 56 years.

The car was finally offered for sale by Bonhams at their 2009 sale in Brookline, MA. The car eventually sold post the auction for $81,900 (I believe the car sold at Hershey out of the Bonhams tent). Today, the car remains in wonderful original condition and has been shown at a number of events - what a great buy.

The 1925 Packard Sport Phaeton today (photo credit: Bonhams)

A 1925 Packard Sport Phaeton when new (photo credit: The Making of Modern Michigan, MSU Libraries)

Mercedes 28/95

Mercedes 28/95 (from the collection of the author)

This car was photographed by Dad at the Larz Anderson Estate in the mid-1950s. The car appears to be a Mercedes model 28/95 from the early 1920s (1922-1924?). As you can see, someone had built a crude body so the car could be used on the road - a more common practice at that time.

Mercedes introduced this engine in 1914 and it was raced with great success. The 7 liter, 6 cylinder produced 90hp and the later production cars (such as the one seen here) had four-wheel mechanical drum brakes. Mercedes would produce this model for a decade, right up to their merger with Daimler. These were expensive and powerful cars used for sporting models as well as formal coachwork, and they are highly prized today. This model was fitted with a supercharger for the 1922 Targa Florio, but I don't believe Mercedes would introduce the supercharger to their production cars until the later 1920s - predecessor to this car, the S models (S, SS, SSK, etc).

I'm not sure of the owner of this car at the time, but Dad says that Coburn Benson is seen in the driver's seat. Mr. Benson has owned many wonderful cars over the years, I'm just not sure if this was one of them. If anyone knows where this car is today, please leave me a comment.

UPDATE:
Blog reader John Kendrick says, "I saw the Mercedes you and I talked about and that I owned for a short time.  The model designation Coburn gave me was K, I believe it was the first of the K series, the K of course stood for Kompresser.  Coburn bought the car from Tom Mix.  I bought it from Coburn for $750 less the magneto, very unfortunate.  I rode in this car when Coburn had it, but I was not able to drive it with the missing mag.  I sold it for $1,200 circa 1967, adjust that for inflation!  It was in rough shape  I'm quite sure it was a 1927.  It went to Detroit, was restored and then lost in a fire, sad."

Mercedes 28/95 (from the collection of the author)

Coburn Benson seen at the wheel of the Mercedes (from the collection of the author)

Aston Martin Ulster

Aston Martin Ulster (from the author's collection)

Dad took this picture at the Larz Anderson Estate (or possible at Raceland) in the mid-1950. This image is a bit different than most as it doesn't show an antique car, but at the time, a used sports car. However, an Aston Martin Ulster has always been something special.

Aston Martin was taken over by A.C. Bertelli in and 1927 and he is said to have contributed to the design of a new 1.5 liter SOHC engine that the company would campaign within its works race cars. The outing that this new racer first achieved success happened to the Tourist Trophy race held in Ulster  (Northern Ireland). The cars would take the Ulster name from then on and the factory would race them at Brooklands and Le Mans with great success. From 1934 through 1936, the company would produce a street/race car named the ULster in tribute to the factory team cars. Although I found conflicting production number, it appears that roughly 21 of these cars were built and all are said to be accounted for - one of which is seen here. The car pictured would have had an aluminum body, a four-speed transmission, and produced around 100hp - strong performance, even in the 1950s.

I don't know who owned the car at the time or where it is today. However, I'm confident it's still out there, probably being raced, as it should be. Also, interesting to note, is the 1938 or 39 Cadillac V16 sitting beside it.

1920 Locomobile Dual Cowl Phaeton by Farnham & Nelson

Locomobile Model 48 Dual Cowl Phaeton by Farnham & Nelson

This picture was take by Dad at a meet at the Larz Anderson Estate in the mid-1950's. The car is a 1920 (possibly a 1919) Locomobile model 48 (the only model Locomobile was making at the time) with a very distictive body by Farnham & Nelson.

By 1919, Locomobile was in trouble and had entered into an agreement with Emlen S. Hare, president of Hare Motors. Hare Motors was assigned the sales and distribution for Locomobile (as well as Mercer and Simplex - two other firms in financial trouble). Hare had plans to consolidate production and sales of the three brands in order to reduce costs. It appears that Hare never really got his plan together as Locomobile entered into bankruptcy with William Durant purchasing the assets to add a luxury brand to his growing empire.

John T. Farnham, a sales agent of luxury automobiles in Boston, and F.D. Nelson, a former  superintendent of body construction at a Ohio manufacturer, joined together in 1908. According to Mark Theobald of coachbuilt.com, the firm settled in Jamaica Plain, MA (just outside Boston) and built bodies for the American Napier Company - their neighbors in Jamaica Plain. Soon after, they started building custom bodies for Boston’s Simplex-Crane, Locomobile, Packard and Pierce-Arrow distributors. 

Today, Farnham & Nelson bodied cars are extremely rare. I know of two Simplex-Crane cars bodied by the firm, and one or possibly two Locomobile Model 48s. There is a 1920 Locomobile Model 48, Farham & Nelson dual cowl phaeton (white) owned by Robert Joynt (IL), however I'm not sure it's this same car. If anyone knows where this car is today, please leave me a comment.

UPDATE: one of our faithful blog readers sent in photos of another Fanham & Nelson Locomobile. It looks to be a different car then the one photographed by Dad, but I'm not certain.

Farnham & Nelson Locomobile seen on the 2009 Modoc Tour (photo credit: Colin Feichtmeir)

Locomobile ad featuring a Farnham & Nelson dual cowl phaeton (photo credit: Alden Jewell)

ex-Cameron Bradley Simplex-Crane with Farnham & Nelson coachwork (photo credit: Bonhams)