In Praise of Eccentricity
The line separating visionary innovation from outright eccentricity, the boundary between progressive thinking and perceived insanity, is often remarkably fine, especially when viewed through the lens of history. During the nascent years of the American automobile industry, this delicate balance was constantly challenged and redefined as unbridled creativity pushed the boundaries of what was considered possible, and sometimes, what was considered sane. This era, a whirlwind of mechanical experimentation and entrepreneurial fervor, saw a proliferation of ideas, some brilliant, some bizarre, and many that straddled the line between the two. This article delves into some of the more memorable examples of automotive eccentricity, revealing how innovations that were once hailed as groundbreaking could, with the passage of time and the relentless march of technological progress, become relegated to the realm of historical oddities.
Consider, for instance, the 1917 McFarlan automobile. On the side of visionary design, it offered an optional swing-away steering wheel that was electrically heated. A luxury feature at the time, it reflected a commitment to driver comfort and convenience. Juxtapose this with the creations of Milton O. Reeves, whose fertile imagination birthed the eight-wheeled Octoauto, boasting an astounding 180-inch wheelbase, and its sibling, the six-wheeled Sextoauto. While Reeves undoubtedly possessed an inventive spirit, his creations arguably leaned towards the side of eccentricity, raising questions about practicality and maneuverability.
Then there were those manufacturers who seemed to deliberately occupy the gray area between innovation and oddity. Benjamin Briscoe, of the Jackson, Michigan-based Briscoe Motor Corporation, produced automobiles that were certainly unique. The 1914 Briscoe models sported a single Cyclops headlight, mounted squarely in the center of the upper radiator shell, and featured body panels constructed from laminated paper-mâché. This cost-effective, if unconventional, material choice was a bold statement. The 1916 models offered another unusual proposition: customers could purchase a four-cylinder engine, use it for a month, and then, if desired, upgrade to an eight-cylinder engine by paying the difference and a small installation fee. This "try before you commit" approach to engine selection was certainly a novel marketing tactic. These examples demonstrate how eccentricity can sometimes be a matter of perspective and marketing.
One recurring theme in the early automotive industry was the embrace of alternative transmission systems. The 1907 Lambert, promoted as "The Friction Drive Car," pioneered a type of transmission that would later be refined and capitalized upon by Byron Carter. Between William Lambert’s creation of the first experimental models in 1891 and the company’s eventual demise in 1917, a diverse range of vehicles emerged from the Anderson, Indiana, manufacturing facilities. These cars featured engines mounted in the rear, front, or middle, available in two-cylinder and four-cylinder configurations, and delivering power to one or two wheels, depending on whether they were three-wheeled or four-wheeled models. The sheer variety of configurations underscores the experimental spirit of the era.
Byron Carter further refined Lambert’s friction transmission design, resulting in the Cartercar. Despite initial rejections from established manufacturers, the Cartercar garnered rave reviews from the automotive press. It was heralded as the future of automotive technology, with promotional materials billing it as "The car of a thousand speeds!" The company’s catchy slogan, "No Clutch to Slip, No Gears to Strip," highlighted the perceived advantages of the friction-based transmission. However, Lambert and Cartercar were not alone in their belief in this technology. Other manufacturers, including Metz, Petrel, Simplicity, and Sears, also experimented with transmissions that relied on compressed paper fiber components rather than traditional gears. Even William Durant, the founder of General Motors, saw potential in the idea, acquiring the company and patent rights shortly after forming GM. Despite its initial promise, the friction drive system ultimately proved to be a technological dead end, a testament to the fact that not all innovations are destined for success.
And then there were those automotive designs that simply defied logic, even within the context of their time. The 1913 Duck, a four-passenger touring car, is a prime example. Inexplicably, the driver’s seat was located in the rear of the vehicle, a design choice that raises numerous questions about visibility, control, and overall practicality. Such designs highlight the extremes of automotive eccentricity during this period.
The rapid pace of technological advancement during the early years of the automobile industry meant that a visionary development with the potential for immense profits could quickly transform into an eccentric oddity, relegated to the status of a sideshow curiosity. In 1911, for example, compressed air starters, which eliminated the need for the dangerous and strenuous hand crank, were considered among the most innovative options available on luxury automobiles.
The McFarlan invested significant capital in developing its in-house designed and built compressed air starter unit, making it standard equipment in 1912. The system utilized a four-cylinder Kellogg pump, operated by an engine-turned shaft, and a pressurized canister that stored air at 200 pounds of pressure. However, the company’s promotion of this revolutionary advancement was short-lived. By 1912, Cadillac, a division of General Motors, was heralding its model as "The Car That Has No Crank," thanks to Charles Kettering’s invention of the Delco electric starter and electric lights, which were standard equipment on the new Cadillac.
By 1914, the electric starter introduced by Cadillac had rendered the automotive compressed air starter system obsolete, a mere historical artifact. It also marked the beginning of the end for electric and steam-powered automobiles, as the convenience and reliability of the electric starter proved to be a decisive advantage for gasoline-powered vehicles.
In an era characterized by dramatic technological advancements, the innovative features of an automobile often became its claim to fame in advertising and promotion. However, the transformation of a company’s image from innovative to quirky could happen with astonishing speed. The Premier of 1918, for example, was known as "The Aluminum Six with Magnetic Gear Shift." However, just two years later, the company, which had manufactured automobiles featuring overhead valves, sliding gear transmissions, and shaft drive as early as 1904, was on the verge of collapse. The troublesome magnetic gearshift proved to be the company’s undoing, demonstrating how a single flawed innovation could undermine an entire enterprise. The allure of eccentricity can sometimes be a company’s downfall.
On more than one occasion, visionary and innovative thinking outpaced the technological capabilities of the time. The first automotive recall in the United States, and the development of leaded gasoline, both stemmed from an engineering equivalent of putting the horse before the cart. The air-cooled Chevrolet debacle of 1923 began with experimentation by Charles Kettering, the innovative genius behind the electric starter, in 1918. It culminated in a rush to production fueled by a power struggle for control of General Motors.
Perhaps the most intriguing technological innovations from the formative years of the industry are those that were literally decades ahead of practical feasibility. Consider the Woods Dual Power of 1916, a hybrid vehicle that utilized a four-cylinder gasoline engine as an auxiliary to the Woods electric motor. This vehicle incorporated many of the engineering principles that would later be found in modern hybrid vehicles like the Toyota Prius, demonstrating that the seeds of future innovations can sometimes be sown long before the technology is ready to support them.
The early history of the automobile is filled with the wreckage of brilliant ideas that failed to thrive due to rapid technological advancements, changing consumer preferences, and the inherent challenges of bringing novel concepts to market. The first automotive endeavors of Studebaker, a company that was the world’s largest producer of wheeled vehicles in the 1870s, involved electric-powered vehicles designed by Thomas Edison. Furthermore, the patented VST (variable speed transmission) devised by Milton Reeves is considered the predecessor of the transmission found in the Dodge Caliber. These connections highlight the interconnectedness of automotive history and the enduring influence of early innovations.
Ultimately, embracing eccentricity requires independent thinking. During the formative years of the American automobile industry, independent thinking reigned supreme, leading to a period of unprecedented creativity and experimentation. While not every idea was a success, the willingness to challenge conventional wisdom and push the boundaries of what was possible ultimately paved the way for the modern automobile industry.