The Indianapolis Motor Speedway Museum’s “Speakers Series” will kick off in the facility’s new multi-purpose meeting room tomorrow, February 16th @ 4:15 – 6:15 pm.
As many of you know, I am the kick-off speaker for the “Speakers Series” in conjunction with their exhibition, Indiana Automobiles: Precision Over Production. This exhibition has more than 35 historic, Indiana-built passenger cars, and several iconic race cars honoring Indiana’s automotive history.
My popular presentation “Mileposts in Indiana Automotive History” and other presentations will inform members and guests. Mileposts in Indiana Automotive History shares some of the legends, facts and figures that reflect Indiana’s role in America’s automotive heritage, when marques such as Duesenberg, Stutz and Studebaker propelled the state into a position where the number of Indiana auto manufacturers rivaled Detroit.
Check out my Monday blog posts at Cruise-IN.com documenting some the cars in the exhibit.
See you at the Indianapolis Motor Speedway Museum’s “Speakers Series” tomorrow, February 16th.
Shawn Miller is putting together a proposal regarding the Ford Assembly Plant for a mixed-use development with Class A office space on the 2nd, 3rd, and 4th floors of the main building. The first floor of the main building will have a mixed use including, but not limited to, restaurants and other retail uses and an entrance to the Indianapolis Museum of Automotive History. The museum will occupy the one-story building on Southeastern Ave.
This is an outstanding development for Indiana automotive enthusiasts. The museum is something that will be a true asset to Indianapolis.
The city was a commercial producer of automobiles and taxicabs from 1897 to 1994. The Circle City, with 97 different vehicles manufactured here, ranks second to Detroit’s as chief rival for the title of the nation’s auto capital. A few of these auto plants exist today. The museum has been a dream of many in the collector car and automotive enthusiasts communities to have such a venue to celebrate and present this rich history.
The Ford Assembly Plant opened in 1915 and assembled more than 581,00 vehicles through 1932. In its prime, the approximate annual payroll of the plant was a little over $1,100.000.
Many people firmly believe renovating this auto plant is our last chance to establish such an important asset for the city. Its proximity to the central business district and convention zone will make it a destination for tourists and out-of-town visitors. The adjacent location of the IVY Tech Automotive Technology Center will provide opportunity for a unique educational partnership. The collector car hobby is a multi-billion-dollar industry that needs well-trained and experienced mechanics and tradespeople.
I invite you to support this proposal to convert the Ford Assembly Plant. On February 21, the IPS School board will decide the fate of this building. If you can attend to speak in support of this proposal, you need to submit a request at least 24 hours ahead of the meeting.
You could also send a letter to each member of the IPS board. The commissioners are: Mary Ann Sullivan Pres: SullivMA@myips.org, Michael O’Conner VP: OConnorMB@myips.org, Kelly Bentley: firstname.lastname@example.org, Diane Arnold: email@example.com, Elizabeth Gore: firstname.lastname@example.org, Venita Moore: email@example.com, Dorene Hoops: Hoopsd@myips.org.
Let’s make this Indianapolis Museum of Automotive History happen. This is a “Once in a Lifetime Chance” to see this museum be built in an existing Indianapolis auto structure.
Another of the sportiest cars in the Indianapolis Motor Speedway Museum Indiana Automobiles: Precision over Production exhibit is the 1963 Studebaker Avanti.
In retrospect, it appears that Studebaker saved its best for the last—the Avanti. In early 1961, Sherwood Egbert began concept drawings for a new car that would repair Studebaker’s tarnished image. With his desire to introduce a new car at the New York International Auto Show in April 1962, he enlisted Raymond Loewy to look at his drawings and return with a new model proposal. In the first part of April, Loewy’s one-eighth scale clay model and styling drawings were in South Bend. Egbert introduced the Avanti full-scale styling model to the board of directors on April 27, 1961. By the fall of 1961, orders were placed with outside suppliers for items that Studebaker could not produce internally. The Avanti is best known for its under-the-bumper air intake and “Coke-bottle,” wedge shape design. The fiberglass body sat on a modified Lark Daytona convertible chassis. Avanti’s safety theme was prominent throughout with a recessed and padded instrument panel with red lights for night vision, built-in roll bar, and safety-cone door locks. The car was also one of the first American passenger cars to use caliper-type disc brakes.
In January 1962, Studebaker suffered the longest strike in its history over “personal-time” per shift. The company and labor union finally settled on 34 minutes per shift, which still exceeded the industry norm by 10 minutes. When the new Avanti was unveiled to the public in April 1962, production problems crept up with the fiberglass body. Production for 1962 moved up a little to 86,974 units produced. In addition to the Avanti, another unique model debuted for 1963—the sliding rear-roof, four-door, Wagonaire station wagon. Plus, the Lark and Hawk lines were slightly restyled.
As the 1963 calendar year opened, Studebaker started with a little over $50 million cash on hand. Production of the 1964 models started in August. The Lark with a squared-up design and new model names were the only new additions. The Hawk and Avanti remained unchanged for 1964.
Sales for the 1963 model year closed out at 67,918 cars produced, but the cash position shrank to $8 million. In October 1963, with an 86-day supply of unsold cars on hand, the production lines were stopped. On November 25, Egbert resigned. The halt of production in South Bend was made public on December 9, 1963. Automotive operations would shift to Hamilton, Ontario, closing there in March 1966.
For more information on Indiana cars & companies follow this link.
On January 21st, I attended the Indiana Racing Memorial Association’s Collectible Show and found Wall Smacker a book written by Peter De Paolo in 1935.
After perusing the many tables of racing collectibles, I picked De Paolo’s book to learn about auto racing in the early days. In this well-written book, De Paolo describes his life as a riding mechanic and as championship driver from 1920 to 1935.
His introduction started watching his Uncle Ralph De Palma’s racing exploits at the Brighton Beach Course in 1914, where he won all five of the program’s races. His uncle went on to win the 1915 Indianapolis 500 driving a Mercedes Benz. Shortly thereafter, his uncle convinced De Paolo to get some mechanical experience working on cars in New York City.
In the fall of 1919, his uncle hired him as a riding mechanic on a Ballot racer that they campaigned across the country in 1920. Of his first racing experience at the Beverly Hills, California, board speedway, De Paolo stated, “I’ll never forget the thrills that were packed into those opening laps of my first speed experience.” He shares a lot of details of his first experience at the Indianapolis 500 where they finished fifth. Later that summer, they raced Ballot racers in France and Italy.
After the spring 1922 Beverly Hills race, De Paolo parted working with his Uncle Ralph. De Paolo started his first race driving one of Louis Chevrolet’s Frontenacs. In his first Indianapolis 500 driving the Frontenac, at 255 miles he had a lap and a half lead before having to stop for fuel and tires. After returning to the race, while attempting to pass three Duesenbergs, he slid into the northeast infield and smacked the inside wall and damaged the transmission. As the relief driver for Joe Thomas’ Duesenberg, De Paolo finished in tenth place.
In 1924 at Indianapolis, De Paolo finished in sixth place driving a Duesenberg Special. He drove the rest of the season for Duesenberg. In spring 1925, De Paolo finished second at Culver City, California, and first at Fresno, California. De Paolo’s confidence was growing as they reached Indianapolis for the 500. He qualified in second place to start the race. By the 25th lap as he came down the home stretch, no other car was less than a mile behind him. On his 250-mile pit stop, he was relieved from his car for bleeding hands. When he took over again, his car was in fifth place and quickly moved up to second place. He soon drove the Duesenberg Special to first place. In winning the Thirteenth Annual Indianapolis Classic he set a record of 101.13 miles an hour average, which stood for seven years, and answered a question many times asked of him – “What was your greatest thrill?” His total winnings were approximately $40,000. Later that summer, he won at Altoona, Pennsylvania, and Laurel, Maryland.
He continued to win in 1926, at Fulford-By-the-Sea, near Miami, Florida, and finished fifth at Indianapolis. He finished third place in the national standings. He continued to race in 1927, winning again at Altoona, and finishing second at Salem, New Hampshire and won the AAA National Championship. He retired from racing in 1929. In 1935, he was the mentor for Kelly Petillo in winning the Indianapolis 500.
Pete De Paolo had a colorful career in auto racing. His book Wall Smacker does a great job telling his story. I invite you obtain a copy and enjoy the story.
You should attend the Indiana Racing Memorial Association’s Collectible Show in late January and the Indy Bench Racing Weekend in late March to find some racing collectibles.
Indiana once vied for Michigan’s title as the automotive titan of the United States. It was at a time when the names of automobiles like Duesenberg, Stutz and Cord brought worldwide acclaim to the Hoosier state. Indiana’s contributions to automotive history have been numerous. Tilt steering, cruise control and hydraulic brakes are just three examples of the innovations created by Indiana automotive pioneers. Yet the innovators themselves have become nearly forgotten–overlooked as we take their inventions increasing for granted as part of the standard equipment on today’s models.
Indiana’s automotive innovation began with Elwood Haynes’ kitchen experiment on an internal combustion engine in the fall of 1893. Haynes’ research and development led to the demonstration of his “Pioneer” automobile along Pumpkivine Pike, outside Kokomo, on July 4, 1894. Haynes and two passengers traveled at a speed of seven miles an hour and drove about one and one-half miles further into the country. He then turned the auto around, and ran the four miles into town without making a single stop.
“I remember as the “little machine” made its way along the streets we were met by a “bevy” of girls mounted on wheels.,” Haynes noted. “I shall never forget the expression on their faces as they wheeled aside, separating like a flock of swans and gazing wonder-eyed at the uncouth and utterly unexpected “little machine.”
In 1898 the Haynes-Apperson Company was incorporated and auto production was on its way in Indiana.
By the late 1800s Indiana’s plentiful supply of lumber had also lured several industries into its borders, including the makers of carriages and wagons. The automobile industry in the early 1900s was a natural offspring of carriage manufacturers, which could provide not just parts but the skilled labor as well. Five Indiana manufacturers entered commercial automobile production in the late 1890s.
By 1900, The Haynes-Apperson Automobile Company was one of the few firms in the country with annual production exceeding 100 units. In the 1900s, 74 different models were introduced by Indiana manufacturers. These models range from A to Z, with names like Auburn, Cole, InterState, Lambert, Marmon, Maxwell, National, Overland, Premier, Richmond, Studebaker, Waverly, and Zimmerman.
The growth spurt between 1910 and 1920 separated the nation’s auto makers into two groups–the “mass-produced auto giants” and the “craftsmen.” Most of Indiana’s auto makers chose to be “craftsmen” and purchased automotive parts and assembled them by hand. Thus, these companies were small, and many became known for producing high-class and high-priced cars. Nearly every one of the Indiana cars that became well-known were in this category, includ¬ing names like Duesenberg, Cord, Stutz and Cole, appealing to the upper end of the consumer market.
The teens saw the introduction of another 69 Indiana models. Included in this group are Elcar, Empire, Jack Rabbit, Lexington, McIntyre, McFarlan, Monroe, Parry, ReVere, and Stutz.
Until about 1920, there seemed to enough demand for both the “mass-produced” and “high-quality” cars. However, a series of eco¬nomic factors at this time helped contribute to the decline of Hoosier auto making. Price slashing and an expansion-crazed environment trapped Indiana manufacturers in a philosophical battle with the Michigan titans. Hoosiers were ill-prepared for this kind of competition, and most wanted to remain craftsmen choosing to concen¬trate on “higher priced” vehicles instead of diversifying. Plus, the economic recession in the early 1920s added more financial burdens on the population, which became increasingly interested in the “mass-produced auto.”
Michigan had the financial backers willing to commit financial resources to give the state’s auto manufacturing the boost it needed. The Hoosier financial community generally proved to be of little assistance to its own local automobile industry.
Indiana in the twenties saw this decline to 22 models introduced. Among these were Blackhawk, Cord, Duesenberg, Elgin, Erskine, H.C.S., Lafayette, and Roosevelt.
Studebaker was the lone Hoosier survivor of the depression, continuing production for another 30 years, ending in December 1963.
Commercial production of the automobile in America began a little over 120 years ago, and America’s lifestyle has never been the same. Indiana automakers have made many contributions to that history. So, the next time you drive your car, you might wonder where you’d be without Indiana’s continuing automotive innovation and contributions.
For more information on Indiana cars & companies, follow this link.