In the early days of motoring, some ‘car makers’ did not produce a single component of their vehicles.

the 1939 Hupmobile Skylark was the end of the line for three companies.

DURING the infancy of the American automobile industry, a countless number of brilliant independent thinkers built an empire on the work of equally gifted independent thinkers.

As an example, consider the early reputation for durability earned by Ford and Oldsmobile-built automobiles. The cornerstone for this reputation was the gearboxes, differentials and components manufactured by the Dodge brothers, John and Horace.

While Ransom E. Olds and Henry Ford, as well as the Dodge brothers, sought complete autonomy for their companies, many pioneering automobile manufacturers chose the path of least resistance. A few of these companies were adept and successful as the producer of “assembled” cars, vehicles that were composed of parts supplied by several different companies. In fact, an industry study initiated in 1916 indicated that approximately twenty-five percent of automotive manufacturers were assemblers. This study also noted that five percent of these companies did not produce a single component of their vehicles. They did not even manufacture badging!

To a large degree, many of these vehicles and the companies that produced them are overlooked chapters in the evolution of the American automobile industry. They also present boundless opportunities for giving thought to what might have been with different management or a better economic climate.

Counted among the many advantages to launching an automotive endeavour based on assemblage rather than actual manufacturing, was initial investment costs. As an example, Ned Jordan launched his automotive empire with only $800,000.

The initial Jordan introduced in 1916 exemplifies the successful welding of creative marketing, careful selection of quality components, and quality construction that resulted in a well-built “assembled automobile.” A Continental 7 N six-cylinder engine powered all models. Parish & Bingham supplied the frames. Axles and bearings were from Timken, the transmissions and clutch from Brown Lipe.

Fedders supplied the radiators, Bosch the ignition components, Stromberg the carburetors, Firestone the tires, and Stewart Warner the vacuum fuel feed. Willard produced the batteries, the seat springs were by Marshall, and the semi elliptic springs by Mather. Bijur supplied the starter and lighting components.

Not all producers of assembled cars were as careful in the selection of components or their manufacture as the managers at Jordan, Moon, Biddle, or Crow-Elkhart. More than a few saw this avenue as the means to an end, namely a quick buck either through acquisition of investors’ funds, short-term sales, or as a back door for the sale of other products.

As an example, Nathan M. Kaufman and Daniel W. Kaufman were both outspoken proponents of ball bearings. They also had a vested interest in Hess-Bright, a ball bearing manufacturer. Is it possible this association led them to produce the Car De Luxe, a vehicle that utilised three ball bearings on the crankshaft, eight in the wheels, six in the axles, four in the steering post, five in the transmission, six in the gearbox, and one in the clutch?

Perhaps the most intriguing manifestations of assembled automobiles during the pre-war era are those that resulted from desperate efforts of established companies to stave off collapse or independent manufacturers’ creative utilisation of resources to ensure maximum return on limited investment. Exemplifying this would be the relationship between Corbitt and Auburn, and latter Hupmobile, Graham-Paige, and Cord.

In 1935, to alleviate escalating budget deficits, Auburn sold its 1934 body dies to Corbitt, an independent truck manufacturer based in Henderson, North Carolina. For Corbitt this allowed for a dramatic restyling of their 1935 and 1936 trucks and busses at a fraction of the normal cost. The company could also bolster sales by noting the availability of components if repairs were needed.

In late 1938, Hupmobile purchased the tools, jigs, dies, and related equipment for the front wheel drive 810/812 Cord from the receivers of E.L. Cord’s former automotive empire – Auburn/Cord/Duesenberg. Dating to 1909 this innovative and successful manufacturer had been decimated by the economic climate of the Great Depression.

In a desperate bid to remain solvent management devised what was envisioned as a way to reinvigorate the company with minimal investment. As the Cord had been a front wheel drive vehicle, the first step was modifications that would accommodate a rear-wheel-drive configuration. John Tjaarda, the designer instrumental in creation of the first-generation Lincoln Zephyr, was hired to modify the distinctive Cord front nose into something with a distinctly Hupmobile appearance.

However, before serious production could commence, the company was financially devastated through lawsuits brought by unpaid vendors, delinquent tax liabilities and plummeting sales. In desperation Norman de Vaux, general manager of Hypomobile, formed a limited partnership with Joseph Graham of Graham-Paige.

Graham-Paige was in as dire straits as Hupmobile. It was an ill-fated partnership doomed to failure.

In this arrangement, Graham-Paige would manufacture the Skylark for Hupmobile in exchange for utilisation of the Cord dies and tooling to build a car of their own, the Graham Hollywood. Anemic production had barely commenced when Hupmobile reneged on the arrangement and informed Graham-Paige that they would not be able to pay for the Skylarks produced for the 1940 model year. As Graham-Paige had risked everything on this one of roll of the dice, this proved to be a cataclysmic financial turn. In September of 1940, that company announced cessation of automobile production.

The supercharged Graham Hollywood and the Hupmobile Skylark was the end of the line for both companies. And it was also the closing chapter for the legendary Cord.

This was not the final chapter in the history of the assembled automobile, or the independent thinking they represent. It was, however, truly the end of an era.

Written by Jim Hinckley of jimhinckleysamerica.com