Read About the Early Cars of the 1900s. Our Articles Tell of the Car Culture of the 1920s.
[The] First models of the Tucker ’48, [the] only really revolutionary postwar car so far, should be ready for public showing in New York, Chicago, and on the West Coast within 60 days…
J.M Studebaker (1833 – 1917) was a pioneer in vehicle building and lived to see the change in locomotion from oxcarts to automobiles. He had been engaged
in the manufacture of vehicles for sixty-five years.
This is a very quick and interesting read, highlighting the key events in the life of this automotive engineer whose name is so readily recognized some eighty-five years after his death.
An efficient coal-based fuel has never really been the reality, however the French would make advancements with the technology in the early forties. The accompanying photograph depicts one of the earliest methods for the creation of a coal and gas blended fuel source that was created as a result of the World War I gas rationing in Britain.
Few realize that when we applaud the tremendous style that went into so much of the design of 1950s American cars, we are actually praising the fertile mind of Harley J. Earl (1893 – April 10, 1969):
Earl, who served as the Vice-President of Design at General Motors, conceived of so many design elements that are associated with that period, such as wrap-around windshields, tail-fins and two-tone paint styling. In the attached article, written when he was at the top of his game, Harley Earl tells his readers what is involved in automobile design:
Shakespeare has told us ‘neither a borrower nor a lender be’. An automobile stylist must be both. He must borrow his ideas from the creatures and creations of nature which are all about him…
Recognizing the importance of armored vehicles, a group of American millionaires, among them Henry Clay Frick (1849 – 1919), pooled their money and donated a number of such items to the New York National Guard. VANITY FAIR MAGAZINE pursued this story and produced this article as it developed with a thorough review of each of the donated military vehicles. Although the trucks are photographed, few are named.
John Walter Edward Douglas-Scott-Montagu, 2nd Baron Montagu of Beaulieu (1866 – 1929), Member of Parliament, publisher of THE CAR and all-around advocate for the internal combustion engine gave an address in which he extolled the virtues of the automobile in societal evolution. Some of the virtues are just plain quaint while others touch upon elements of Edwardian life we would never consider. Lord Montagu innocently believed that motorists would play a part as unofficial ambassadors; traveling abroad, joyfully chatting with one and all and thereby decreasing the chances of a European war.
He would have been surprised to know what an active roll the automobile played throughout both world wars.
Motor camping is in it’s infancy, observed the shrewd and sure-footed motoring journalist George W. Sutton in this 1921 VANITY FAIR report regarding the evolution of campers. To further illuminate his readers, he provided black and white plans illustrating the interior of two campers mounted on the back of Ford chassis (during the 1920s, Ford Model Ts were by far the most common make of automobile). Although there were a handful of camper-shell manufacturers at the time, the two featured here were custom made.
A rare action photograph of an unidentified car and driver smashing into the crowd-control fencing at the Vanderbilt Cup Races held in Santa Monica, California during the summer of 1914. The unstoppable juggernaut was cruising at sixty-miles miles per hour.
Click here to read about the historic trans-Atlantic flight of Charles Lindbergh.
This is a quick read from a 1920s HARPER’S BAZAAR comparing the European and American limousines (a.k.a., ‘coupe, town car, cabriolet’); these were the luxurious looking vehicles that we’ve all seen in pictures from that period in which the chauffeur was expected to perform his duties without the benefit of a roof over his head. The uncredited journalist talks about where cars such as these are likely to be found, their interiors, tufted seating upholstery, basket weaving applications, leather casings and more.
Click here to read about the first car radios.
Click here to read a magazine profile of W.W. I fighter ace Captain Eddy Rickenbacker.
In answer to the cry for more affordable cars that can easily be purchased by working families, the French automobile industry of 1912 produced a line of long, narrow, boat-like cars, mounted on four wire wheels, carrying it’s passengers in tandem fashion. The production of these one and two cylinder air-cooled motors was based more upon the production lines of motorcycles rather than cars.
Many dented fenders later, the first signal indicators show up. This article makes clear that both the Brake light and the turning signal indicator are both the same color (red) but they are an improvement on what was sporadically used in a few circles: the Illuminated Glove (a fingerless mit intended for the left-hand that was supposedly easier to see when making stop or turning gestures).
One of the special correspondents writing for VANITY FAIR on the subject of motoring was the British novelist Gerald Biss (1876 – 1922), who contributed similar pieces to THE STRAND, TATLER, DAILY MAIL and EVENING STANDARD. In this review, Biss gave his drink-deprived American readers the straight dope as to what they can expect to see from the European car manufacturers of 1921. References are made to the products of the Voisin and Vauxhall Companies and there was some lose talk about electric starters and high-grade tweleve-cylinder cars.
One thing is absolutely certain- Europe is economizing. It must. Everything in the motor world points to an enormous increase in the number of 10 h.p., four cylinder cars and in the even smaller 7-8 h.p. two cylinder machines.
A 1956 article by Eugene Bordinat (1920 – 1987), one of Detroit’s grand old men of automotive design; during his reign at Ford, Bordinat oversaw the styling of such cars as the Mustang and the Falcon:
The average American likes to think that he is an independent thinker and a rugged individualist, while actually he is closer to a sheep and follows the herd. He resists change. He wants just enough change in cars so his neighbors will know it is the latest model, but not so much that he has to explain to his friends why he bought the strange contraption…The stylist must consider these factors when he out-lines his advanced thinking on trim and color…he must be sure that the scheme isn’t so radical that it will frighten the color-timid public.
With the centennial re-running of the New York to Paris race beginning this May (2008), it is interesting to read about the authentic 1908 contest and the difficulties they faced in a world without proper roads.
Interest in the New York – to – Paris race, temporarily suspended by the failure to find a passable road in Alaska…
A one page essay by automobile-stylist William H. Graves, a former Vice President and Director of Engineering at the Studebaker-Packard Corporation.
Two years ago a new product philosophy was approved at Packard which gave the engineering department a green light that had not been on since 1935. This enabled us to set up a program to style future cars for the luxury field…The Packard program was launched in October, 1952, with the formation of a new styling group of young men, whose average age was 28. An advanced design section and a special section to experiment with plastics as a possible material for both parts and dies were established.
Click here to read the obituary of J.M. Studebaker.
