This blog will expand on themes and topics first mentioned in my book, "The Automobile and American Life." I hope to comment on recent developments in the automobile industry, reviews of my readings on the history of the automobile, drafts of my new work, contributions from friends, descriptions of the museums and car shows I attend and anything else relevant. Copyright 2009-2020, by the author.
It goes without saying that he has already driven his Speedster this year. It was only a short outing because it was bitterly cold, but he really can’t do without it. Volker Schiersch is not a typical collector – he is a passionate driver.
The original and genuine feeling, the manual gearshift – these are the things that constitute the appeal of his fully open-top 911. “It’s just the thing for old age,” he says, referring both to his Porsche and himself. “We just grew up with these things at the time: double-declutching, adjusting the carburettor, welding the body yourself ready for the MOT.”
As for so many, Schiersch’s love of air cooling started with a VW Standard. As a student, he then did various odd jobs to finance his first Porsche, a 356C with 75 PS. He then felt he could longer do without the rear engine, which had no power assistance. This was followed soon afterwards by his first open-top car. A 1957 Porsche 356 Speedster in Red. From then on, he was addicted to pure and unfiltered driving pleasure.
When the opportunity arose, he therefore did not think twice when an almost flawless 911 Speedster from the G model series was offered to him some years ago. “The car was perfect, the Silver Metallic paint finish is not just timeless, but is much rarer than Guards Red, Black or Grand Prix White,” says Schiersch.
Schiersch: "Driving a Speedster is just pure pleasure."
He adds that the pleasure he gets from driving the powerful 3.2 litre boxer engine with 231 PS is even greater that from his other cabriolets – his garage is also home to two British cars, a Morgan Plus 8 and an Aston Martin DB9 Volante. "The most beautiful thing for me is still the noise of an air-cooled six-cylinder boxer engine. Driving a Speedster is just pure pleasure. You have to stay alert when driving, and best of all I like the feeling of being part of what is going on.”
And so that he really is well rested, Schiersch has added a special detail to his Speedster: a genuine Porsche trailer hitch. Because his vehicle collection also includes a classic Hymer Eriba Puck caravan from 1975. He already towed it many years ago with the Porsche 911 Targa he owned at the time – which incidentally as good as received its MOT from Franz Beckenbauer when Schiersch sat next to him on a flight from Bremen to Munich. Because the “Kaiser” did not have any autograph cards with him, Schiersch got the footballer to sign the back of his 911 Targa vehicle registration document.
Schiersch had the caravan painted in “Porsche 980, Silver Metallic”
Schiersch was in luck with the trailer hitch: there were just two retrofit kits still available worldwide for the G model series. In order to create the perfect appearance for what is probably the only vehicle combination of its kind, he had the caravan painted in “Porsche 980, Silver Metallic” during restoration work so that it now matches the Speedster.
“The Speedster will be 30 years old this year.”Volker Schiersch
“However, we no longer go on any extended trips with the trailer attached. We prefer to stay here on the North Sea coast and enjoy the peace and quiet,” explains Schiersch, also in view of the 80 km/h speed limit when towing a caravan. “But of course we always take the Hymer when we visit our grandchildren in Düsseldorf and Osnabrück. The kids think it’s great when they are allowed to sleep outside in the caravan.”
But there is one long trip that still attracts him: “Perhaps I will drive down to Salzburg again soon,” says Schiersch. He then adds with a wide grin: “The Speedster will be 30 years old this year – I still need a signature from Beckenbauer for my classic car MOT.”
From Detroit Free Press article by Mark Phelan, March 29,2019:
Fiat Chrysler may have picked the best possible partner and future-proofed itself by allying with Renault. Despite that, the deal leaves plenty of challenges and raises new questions.
A week ago, a hungry Chinese or Indian automaker seemed a likelier mate for FCA than Renault. The fear was a rapacious wannabe would make a too-rich-to-refuse bid for FCA, then strip its acquisition of brands and technology without regard for the company’s U.S.-based manufacturing, engineering, design and employment.
The reality today is a 50/50 partnership, and Renault’s history suggests it plays well with others, despite current strife in its alliance with Nissan and Mitsubishi.
The proposed merger, which Renault’s board supports, would give FCA access to electric vehicles and other technologies the Italian-American automaker gave short shrift. It makes FCA a heavyweight, an integral part of a bigger automaker than GM or Ford, and potentially a cornerstone of the largest automaker the world has ever seen. It’s an industry-changing deal that would delight FCA’s late CEO Sergio Marchionne, who enjoyed few things more than flouting convention.
Members of the Agnelli family, who founded Fiat more than a century ago and had the vision to risk everything and dispatch Marchionne on a long shot attempt to save Chrysler when other automakers shied away in 2009, are expected to be the new company’s largest stockholders.
The best laid plans ...
That first-glance reading of the deal sounds peachy, but remember: A partnership that looked just as good on paper became a nightmare and nearly destroyed Chrysler in less than a decade when ego and insecurity scuttled DaimlerChrysler, the auto industry’s last “merger of equals.”
There was fault on both sides when DaimlerChrysler cratered. There must be vision, courage and cooperation by all for Fiat Chrysler Renault to succeed. A catchier name would be fine, too.
What each brings to the party:
FCA delivers strong brands with premium pricing and growth potential — Jeep, Ram, Maserati, Alfa Romeo — and a small-car mess in Europe.
Renault’s car business in Europe gives pickup- and SUV-dependent Chrysler insurance against a sudden change in consumer preferences or fuel prices.
Renault is a leader in the race to develop zero-emissions electric vehicles.
FCA’s work with Google’s Waymo self-driving car team could help Renault with the auto industry’s other mega-buck challenge: self-driving cars.
FCA and Renault didn’t shy away from counting their chickens, promising billions of dollars in savings from combined research and engineering, shared parts and systems and more. FCA-Renault — the sooner we get a name, the happier we’ll all be — would be second largest in Europe, the Mideast and Africa, No. 4 in North America and the biggest in Latin America.
Other pros and cons
Pro
Working with Renault could boost income from Fiat’s struggling European car business.
Jeep is a premium brand with a strong global image and room to grow. Every automaker would love to own it.
FCA’s Maserati luxury brand has shown signs of life, with several profitable models, and new vehicles coming.
FCA and Renault have little overlap in vehicles or the countries where they sell them.
Con
The Fiat brand remains weak even in Europe.
Renault and FCA are minor players in China, a vital market.
FCA’s Alfa Romeo spent lavishly developing a couple of great vehicles — the Giulia sport sedan and Stelvio SUV — but has very little to show for it so far.
Nissan’s Infiniti luxury brand has failed to establish a clear identity in 30 years. In concert with Alfa Romeo’s stumbles, one might ask whether anybody at FCA, Renault or the rest of the Alliance Renault leads knows how to run a luxury brand.
The honeymoon could be short
The deal could cement Renault’s position — in concert with FCA — as the senior partner in the world’s largest automaker, the Renault-Nissan-Mitsubishi Alliance. The Alliance was the world’s largest automaker last year with more than 10 million sales. Adding FCA could raise that to 15 million, literally millions of vehicle sales ahead of whoever’s in second place.
A successful merger with Renault would make FCA a de facto member, and formal membership seems inevitable, but the Alliance’s future is unclear.
Renault leads the Alliance because of a sweetheart deal it made bailing Nissan out when the Japanese automaker nearly went out of business 20 years ago. Nissan chafes at that because today it sells more cars and makes more money than Renault.
After years of smooth operation, the Alliance started showing cracks last year, when Nissan had its former CEO and onetime savior, Renault CEO Carlos Ghosn, arrested on charges of tax fraud. Since then, Nissan management has resisted several proposals by Renault, reportedly including a full merger with the French company.
Adding FCA to the mix could strengthen Renault’s hand, or shatter a partnership that depends on goodwill as much as it does votes on the board of directors.
Nissan executives appear to be the big losers. In one fell swoop, they’ve gone from a position of strength as they fought for more equal status in the Alliance to an intransigent junior partner burdened with high incentives and too many fleet sales, classic errors we recognize all too well in Detroit.
Nissan’s strongest card appears to be a successful Chinese operation that dwarfs FCA’s presence in the world's largest car market.
Nissan sells around 1.5 million cars a year in China. It outsold its Japanese archrivals Toyota and Honda for years, but Toyota is likely to move ahead this year, said Michael Dunne, CEO of ZoZoGo, a consultant specializing in China.
Renault and FCA must create a face-saving way for Nissan to accept the new status quo. The French automaker officially controls Nissan, but a rebellious partner could ruin the Alliance, and slash the benefits FCA expects from merging with Renault.
Another potential hurdle: The French government owns a chunk of Renault, so political rather than business considerations often influence investment and employment decisions. Chrysler’s proposal for the merger seemed to eliminate that, but it’s unlikely France will surrender its “golden share” easily.
Skunk River Restorations has to be one of the busiest shops in the country. Pat Bisson sent me this photo of some of their "raw material" inventory. They sell project cars. Buying one of these and then following up would result in a very fruitful retirement!
In order to encourage research and writing effort among university students in the area of automotive history, the Society confers its annual award for the best student paper in the auto history field. The award is named for Richard Scharchburg, the late Professor of History at Kettering University, eminent automotive historian, and past vice president of the Society of Automotive Historians. Persons submitting papers must be enrolled at educational institutions (upper-class undergraduate or graduate level) at the time of submission. This competition is international in scope, but papers must be in the English language. Papers already published or scheduled for publication will not be accepted.
Manuscripts should not exceed 10,000 words, and should be double-spaced. An abstract is requested. Judging criteria include clear statement of purpose and testable hypothesis, accuracy and thoroughness of research, originality of the research, documentation, quality and extent of bibliographic resources, and writing style. Diagrams, graphs, or photographs may be included. Submissions are to be electronic, in Word or pdf files only, to the e-mail address below.
Possible subjects include but are not limited to historical aspects of automobile companies and their leaders, regulation of the auto industry, financial and economic aspects of the industry, the social effects of the automobile, highway development, environmental matters, and automotive marketing, design, engineering and safety.
A cover letter should be included stating the student’s address, school, program, advisor, and stage in studies. The student should indicate how the paper submitted will relate to his or her professional future. Submissions must e-mail dated by June 10, 2019. All papers submitted will be acknowledged.
Recent Previous Award Winners:
2018 – Shuang and Adam Frost, Harvard University
2017 – No Award
2016 – Alison Kreitzer, University of Delaware
2015 – Patrick Nicolello, University of Dayton
2014 – Sarah Seo, Princeton University
2013 -- John Emerson Mohr, Auburn University
2012—Samuel Kling, Northwestern University
2011 – Andrew Mabon, James Madison University
2010 – No award
2009 – Peter Cajka, Marquette University
Upon recommendation of the judges, the winning paper will considered for publication in the Society’s Automotive History Review. The award consists of a plaque and a cash prize of $500.00.
Submissions should be sent to: John Heitmann, Chair, Student Awards Committee
Periodically I get requests from high school students working on history projects related to automotive history. Here is one recent example, with specifics centered on Buffalo, New York.
Here you go, Andrew!
1) Was the Buffalo automotive industry one of the core industries that brought Buffalo to its population peak in the mid fifties?
Yes, undoubtedly so. Remember that the automotive industry pulls along steel, glass, petroleum and the rubber industries. Also there were a number of automotive suppliers in and around Buffalo and the Tonawanda engine plant. Since Buffalo was closed to Niagara Falls, cheap electric power was a big reason why Buffalo prospered.
Buffalo's decline is in part the result of the opening of the St. Lawrence Seaway.
2) Why did Henry Ford initially reject Buffalo, and go build his first factory in Detroit? I understand he eventually built the Fuhrmann plant, but why didn’t he build this earlier, when he visited buffalo in the first decade of the 1900s?
Well, remember he grew up in Dearborn close to Detroit. Detroit was a Great Lakes port with easy access to iron ore and timber. Lots of talent and auto industry around Detroit, especially the Olds works in Lansing and Buick in Flint.
3) What prevented any Buffalo-started automotive companies from succeeding over an extended period of time? The most well documented manufacturer, Pierce Arrow, was only in the auto business for 31 years prior to closing its doors.
Economies of scale. Buffalo manufacturers never reached assembly numbers to be competitive. Thomas had a great car, but only served a small market.
4) Is it plausible that automotive assembly (full vehicle, like ford in Dearborn, MI) will ever come back to the city?
Perhaps, but as electric or autonomous vehicles. But, union labor always will give manufacturers a pause.
5) How has the automotive industry affected Buffalo’s economy throughout its presence in the city?
Tremendously! Oil shocks in 1973 and 1979 and the resultant realignment of the industry played a big role in the city's decline. New York State's taxes and regulations and Bufflao's weather made sure new industries went elsewhere.
1954 Buicks are fast becoming iconic in popular culture photographs. This one is an original, from Tennessee, and in the hands of the present owner from about 2000. Note the Buick "Nailhead" engine with the unusual location of its value covers. This car also had a Dynaflow transmission.
The Benz Comfortable from 1898. This photo was taken on the occasion of the summer festival sponsored by the Berliner Sportpresse (Berlin sports media) on 14 June 1930.
In April of 1894, 125 years ago, Benz & Cie. introduces the first small car – the Benz Motor Velocipede. The name is later colloquially abbreviated to “Benz Velo”. The type family enjoys great success in Germany and in other European countries. With some 1,200 vehicles delivered to customers by 1902, it quickly becomes the world’s first automobile made in quantity.
Stuttgart. The Benz Motor Velocipede makes its debut 125 years ago in April 1894: a small, lightweight (280 kilograms) car with a recumbent, single-cylinder engine rated to 1.1 kW(1.5 hp) that is also the very first small car. One of the most important innovations of the four-wheeled vehicle, which is synonymous with the Benz Velo abbreviation, is the double-pivot steering system further developed by Carl Benz. Benz files a patent application for this engineering solution on 28 February 1893, which is subsequently issued as patent DRP 73 515. The first double-pivot steering system becomes a physical reality in the same year when fitted to the Victoria and Vis-à-Vis models, which are significantly larger than the Velo that follows in 1894.
Benz & Cie. puts the new model on the front page of the catalogue published in April 1894 to accompany the launch of the Velo sales campaign. This prominent presentation leads to a successful start for the new vehicle and the Velo Comfortable model (from 1898) derived from it in the years to come. From 1894 to 1902, the Velo and Comfortable models see approximately 1,200 production units with engines of rated capacities ranging from 1.1 kW(1.5 hp) to 2.6 kW (3.5 hp). This, in turn, makes this type family the world’s first mass-produced automobile. The small cars are sold in Germany as well as abroad.
In an interview with the “Allgemeine Automobil-Zeitung” (AAZ) in 1909, Carl Benz, the inventor of the car from Mannheim, summarises: “This vehicle was quite literally grabbed out of our hands. What we made was sold immediately.”
Two, three and four wheels
The Benz Motor “Velocipede” is launched in 1894 with four wheels and a modern double-pivot steering system. The top speed is 20 km/h, and its two-stage flat belt transmission allows the machine to overcome gradients of up to ten per cent. Equipped with lighting in the form of “lanterns”, the sales price is 2,000 marks.
As the compact car is being developed, vehicles with two and three wheels also make an impact. The two-wheeled bicycle (also called the velocipede, or Latin for “quick foot” in characterising the “drivetrain” that utilises the muscle power generated by the legs) lends its name to the world’s first mass-produced automobile. This also reflects Carl Benz’s enthusiasm for the bicycle and the technology it employs. As early as 1867, the automotive pioneer-to-be purchases a bicycle with iron-tyred wooden wheels and embarks on extensive cross-country expeditions.
The three-wheeled vehicle along the evolution timeline of the Benz Velo is a prototype that is built in the early 1890s. The Velo is reminiscent of the design of the Benz Patent Motorcar in 1886. This first automobile in history also has two wheels at the back and a steered front wheel.
Continuous further development
During the eight years of production, the Benz Velo type family and the later Benz Comfortable model are continually developed and advanced further. The January 1898 catalogue, for example, showcases a Benz Velo with a more powerful 2 kW (2.75 hp) engine that is available for an additional 200 marks. A sun guard (parasol) available as a special equipment option costs 100 marks. The weight of the Velo increases to 320 kilograms.
The same catalogue from early 1898 also debuts the Velo Comfortable as a luxury version of the Velo. The more powerful engine is part of the standard equipment package, and the retail price for the “very well appointed” model is 2,500 marks. Features of the model include an elaborately upholstered bench seat for the driver and front passenger and a child seat installed opposite the direction of travel. Pneumatic tyres (“pneumatics”, for 350 marks) are now also available as optional extras. From 1899 onwards, both models feature a third gear ratio as a standard feature.
As of October 1899, Benz & Cie. simplifies the designation of the two models, which are now referred to as the Velocipede and the Comfortable, both of which now come with a 2.2 kW(3 hp) single-cylinder engine as a standard feature. The Velocipede costs 2,500 marks, whereas the Comfortable is priced at 2,800 marks. In the Benz catalogue from January 1901, the Velocipede is no longer listed and instead only the Comfortable is included. In its last year of production – 1902 – this car is fitted with a 3.3 kW (4.5 hp) engine that, according to the catalogue, is capable of a top speed of 35 km/h.
This effectively concludes the success story of the Benz Velo and the Benz Comfortable. The around 1,200 units of the world’s first automobile made in quantity are sold most prevalently in Germany, England and France. In so doing, these compact vehicles assume a key position in the development of mass production technologies leveraged in a globally networked automotive industry.
