Chalmers Automobile

Chalmers Motor Company was an American car company headquartered in Detroit, Michigan. It started in 1908 and continued production of high-end vehicles until 1923 when it merged with Chrysler.

Chalmers Motor Company

Industry	Automobile
Fate	Merged with Maxwell automobile
Founded	1908
Founder	Hugh Chalmers
Defunct	1923
Headquarters	Detroit, Michigan , USA
Products	Open touring car Sedan Limousine

Chalmers Motor Company Jefferson Avenue factory, Detroit, 1913

History

The founder

Hugh Chalmers started working at NCR in Dayton, Ohio at age 14 and eventually become vice president.[1] In 1907, car-maker Roy Chapin at Thomas-Detroit began to make offers to Hugh Chalmers come to Detroit.[1] Initially, Hugh Chalmers rejected the proposals, but he finally accepted. [1] in 1908, the company was renamed Chalmers-Detroit.[1] Hugh Chalmers purchased ER Thomas's interests in the Thomas-Detroit company in 1908.[2] The first car that came out was the Chalmers 30 in 1908.[3] The company acquired the Brush Runabout rights. [3]

Hugh Chalmers

Hugh Chalmers set up Joseph E. Fields as a distributor in Fargo.[2] Fields moved to Detroit and began to set up dealerships across the US.[2] In 1907 or 1909 Chalmers built a factory on Jefferson Avenue in Detroit which would survive until 1991 under Chrysler.[2] while the headquarters was in Highland Park, Michigan.[2][4][5] [./Chalmers_Automobile#cite_note-Zatz-1 [1]]

Chalmers marketed the company's visibility by hiring professional drivers and entering races.[1] In the first two years, they won 89 first place wins, 32-second-place trophies, 21 third-place victories in road races, and hill-climbing events, and reliability contests.[1] The best known as the Vanderbilt Cup in 1909 and the Glidden Trophy in 1910.[1]

On October 28, 1908, Chapin, Coffin, and others formed the Hudson Motor Car Company to pursue their desires to build a smaller car. The largest investor was a department store owner, Joseph Hudson.[3] Hugh Chalmers was also a large investor in Hudson. [3]

In 1909–10, Hugh Chalmers and his partners sold their shares in Hudson to Chapin, and Chapin sold his stake in Chalmers Motors to Hugh Chalmers.[2] Hudson built a factory across the street from the Chalmers plant to be close to suppliers and the railroad.[2]

Peak sales

Chalmer's best year was 1911 when it became the number eight auto producer in the U.S.[3] In 1916, Chalmers set up a Canadian factory in Walkerville (Windsor), Ontario. [2] Chalmers Motors' early success was due primarily to the engineers, Roy Chapin as Treasurer & general manager and Howard Coffin, as Chief Engineer. [6] Chapin and Coffin left Chalmers-Detroit to start the Hudson Motor Car Company in 1909. Hugh Chalmers then went on to build larger, more luxurious cars.[6] At first, engines were manufactured by three outside suppliers, but later engine manufacturing was brought in house.[1] An advantage of the new Chalmers plant was its self-sufficiency. [1]

The plant had a foundry to make engines, transmissions, axles, nuts and bolts[1] Chalmers wanted to make as many parts as house and only bought specialized parts like sparkplugs & tires from outside suppliers.[1] The high point in sales was in 1911 when Chalmers sold 6,250 cars.[1] Chalmers shareholders also did well.[1] Preferred stock dividends paid out 7% per year and the common stock paid 2.5% annually.[1]

Beginning in 1912, sales of Chalmers fell.[1] Hugh Chalmers created Saxon Motors in 1913.

By 1915 the auto-business was changing and became more competitive.[6] The Chalmer's survival was always at risk with over 250 automakers in the U.S.[6]

Pre-World War I, the automobile economy was booming, but sales of Chalmers' cars were declining..[6]

The company's finances improved in mid-1916 with better engine performance and improved body design, and the company moved from 14th to 12th place, but by late 1916 the company was close to bankruptcy.[6]

Maxwell Motors

Benjamin & Frank Briscoe and Jonathan Maxwell started The Maxwell Motor Company in 1904. [6]

In September 1917, Hugh Chalmers reorganized the company to be called the "Chalmers Motor Corporation." It leased all the factory space to the Maxwell Motor Company for 5-years.[6]

Maxwell also produced the Chalmers car and Walter E. Flanders, President of the Maxwell Motor Company, became President of Chalmers.[6] Hugh Chalmers remained Chairman of Chalmers Motor Corporation. [6]

Hugh Chalmer left for Washington, D.C. to work with the National Automobile Chamber of Commerce (NACC) as one of the "dollar a-year-men." [6] During 1917, following the April United States Declaration of War against Germany, Maxwell Motor Co took over Chalmers' operations to make cars and trucks for the U.S. Government.[7] Chalmers merged with the Maxwell automobile Company in 1922.[8] With a 115 in (2921 mm) wheelbase on 34 in (86 cm) wheels,[9]^:107

When the U.S. entered World War, demand weakened for the Chalmers while the Maxwell cars were outselling them.[2] In 1917, Chalmers agreed to make Maxwell cars in the Chalmers' Jefferson Avenue plant while Maxwell would sell Chalmers cars through their dealer network.[2] This worked well for a while.[2]

Demise

Between 1919 and 1923, Chalmers merged with the Maxwell Motor Company.[10] In late November 1921, prices were reduced for all models, and production was down to about 20 cars a day while Maxwell was selling more than 100 vehicles a day.[10] Walter P. Chrysler reorganized the company and finally merged them into Chrysler in 1923. [11]

When Hugh Chalmers returned to Detroit in 1919, both companies now had financial problems, and in mid-1920, the bank creditors formed a reorganization committee.[6]

Chase National Bank at that time had recruited the help of Walter P. Chrysler to rescue of Willys Overland Company and Chalmers. [6] Chalmers and Maxwell sued each other for millions of dollars.[6] The Chalmers-Maxwell reorganization committee found that the lease agreement too loose and poorly constructed.[6] Maxwell and Chalmers were hurt by a lack of material and rising costs.[2] In 1921, Maxwell stopped producing cars in the Chalmers plant.[2] The Maxwell Motor Corporation bought Chalmers Motor Corporation for $2 million in 1922. [2] Maxwell had financial problems and, in 1923, hired Chrysler to sort matters.[2]

Chalmers and Maxwell were placed into bankruptcy in 1923 by Chrysler, and the Maxwell Motor Corporation was formed from the assets. [6]

The last Chalmers branded car was built in January 1924. [11]

The old Chalmers plant started to produce Chryslers in 1924, but Maxwell cars were produced until 1925. [6] Thirty-two thousand Chryslers were sold in 1924, which was a record for a first-year. [6]

Models

"Forty"

1909 "40"

The 1908 Model C "Forty" was similar to the Thomas-Detroit C "Forty" from the previous year, which was very similar to the vehicle designed by Howard Coffin, the 1906 Olds Model "A." [12]

The engines were manufactured by various other companies such as Westinghouse Machine Company, American, British Manufacturing Company, and Continental. In 1911 Chalmers started building most of its engines.[12] The "Forty" engine's small radiator led to overheating.[12]

The 40 Touring or Roadster sold for US$2750 while the 40 Torpedo sold for US$3000.[9]^:107 This was less than American's lowest-price Model, which sold for US$4250.[9]^:104

"30" and "36"

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1910 Chalmers-Detroit advertisement - Indianapolis Star, October 10, 1909

The "30" remained more or less the same, but the "36" (introduced in 1912) had a longer stroke and higher horsepower four-cylinder engine. [12]

Nickel plate started to replace the brass in cars as it was easier to maintain, and Gray & Davis electric headlights replaced the gas headlights. [12] Chalmers produced only one truck type in its history and called it the Model 14 Delivery. [12]

The Model "36" has a 4-speed transmission. [12] The foot brake is combined with the clutch pedal, so it releases the clutch when pushed halfway. [12]

Model	Production ears	Advertised HP	SAE HP	Cyl	Bore (in)	Stroke (in)	Tire Size (in)	Wheel Base (in)
F	1908-19	30	24.03	4	3 ⅞	4 ½	32 X 3	110
K	1909-?	30	25.6	4	4	4 ½	34 X 3½	110
M	1910-?	30	25.6	4	4	4 ½	34 X 3½	115
9	1911-?	30	25.6	4	4	4 ½	34 X 3½	104
10	1912-?	30	25.6	4	4¼	5¼	36 X 4	115
11	1912-?	30	25.6	4	4	4 ½	34 X 4	115
14	1912-?	30	25.6	4	4	4 ½	34 X 5½	115
16	1913-?	30	25.6	4	4	4 ½	34 X 4	115
17	1912-14	36	28.9	4	4¼	5¼	36 X 4 36 X 4½ 37 X5	118
19	1914-?	36	28.9	4	4¼	5¼	36 X 4	118

The 30 Touring and the 30 Roadster sold for US$1500,[9]^:107 when the Oldsmobile Runabout was priced at US$650, [9]^:32 the Cole 30 sold for US$1500,[9]^:104 and the Oakland 40 went for US$1600.[9]^:84 The 30 Coupe[9]^:107 at US$2400 was nearer the Enger 40 car at US$2400,[9]^:104

1913 Model 17 torpedo

"Six", "Light-6" and "Master Six"

The first 6-cylinder was introduced in 1912 and called the Model 12 "Six."[13] The company added a "Light Six" and "Master Six" and in 1914 and developed by George Dunham.[13] The "Light Six" and "Master Six" has a redesigned engine, clutch, and dashboard. [13]

Improvements and changes started to appear in Model 24 and continued in Model 26-A.[13] The Model 24, 7 passengers weighed 5475 pounds. [13] The Model 26-A came with a smaller engine and better performance being a lighter car.[13]

Limousine, Touring, Coupe, Sedan, Couplet, Roadster, Torpedo, and body styles were produced.[13] The "Six" Model Series Models 12 and 18 had overhead intake valves and a Rayfield carburetor.[13] The "Six" has a multi-disc oil clutch and a four-speed transmission. [13]

The "Light Six" and "Master Six" engines for Models 24, 26, and 29 were long-stroke T-head, and the company claimed that it could not be stalled as it used a chain that ran with the engine that would restart the machine when it was about to stall.[13]

As a high-end car, the Six came with an engine-driven tire pump.

Model	Production Years	Advertised H.P.	SAE HP	Cyl	Bore (in)	Stroke (in)	Tire Size (in)	Wheel Base (in)	Code Letter	Serial Number Range
12	1912-?	54	43.3	6	4.25	5.25	36x4.25	130	S	24001-24300
18	?	54	43.3	6	4.25	5.25	36x4.25	130	R	25301-27000 29200-29499 33500-34499
24	1914-?	60	38.4	6	4	5.5	36x4.5	132	V	34500-38499
26-A	1914-?	48	29.4	6	3.5	5.5	34x4	126	WA	38600-41599
26-B	?	48	29.4	6	3.5	5.5	34x4.5	126	W.B.	41701-44999
26-C	?	48	29.4	6	3.5	5.5	34x4.5	126	W.C.	45000-45799
29	?	60	38.4	6	4	5.5	34x4.5	132	V.B.	45801-47300

[13]

"Six-40"

The Model 32-A "Six-40" was the company’s first overhead camshaft engine.[11] The engine looks like the Weidely Motor Company overhead camshaft design and might not have been designed by Chalmers.[11] (carriage)|Victoria]].[11]

Model	Production Years	Advertised H.P.	SAE HP	Cyl	Bore (in)	Stroke (in)	Tire Size (in)	Wheel Base (in)
32-A	1915-?	40	23.4	6	3 ⅛	5	34x4	120
32-B	1916-?	40	23.4	6	3 ⅛	5	34x4	124
35-A	1916-?	30	25.4	6	3¼	4 ½	32x4	115
35-B Standard	1917	30	25.4	6	3¼	4 ½	34x4 33x4½	122
35-B Special	1918-?	30	25.4	6	3¼	4 ½	34x4 33x4½	122
35-C Special	mid-1917	30	25.4	6	3¼	4 ½	32x4	117
35-C Standard	1918-?	30	25.4	6	3¼	4 ½	32x4	117
35-D Special	?	30	25.4	6	3¼	4 ½	33x4½	122
35-D Standard	1918-?	30	25.4	6	3¼	4 ½	33x4½	122
35-C Speedster	1917	30	55	6	3¼	4 ½	32x4	117
35-C	1920-22	30	55	6	3¼	4 ½	32x4	117
35-B	1922	30	55	6	3¼	4 ½	33x4½	122
Y	1923	30	55	6	3¼	4 ½	32x4	122/117

[11]

"Six-30"/ "Y"

The "Six-30" consisted of Models 35-A ("5-15" for 5 passenger and 115-inch wheelbase), 35-B (or "7-22" for 7-passenger body and 122-inch wheelbase), 35-C, and 35-D.[11] The car's balanced crankshaft and a new Morse silent timing chain gave it a reputation for a quiet and smooth ride.[11] Later designs introduced a lower silhouette, one-piece windshield, and even disc wheels.[11]

To overcome the poor fuel available at the time, the "Hot Spot" and "Ram's Horn" were introduced in 1918 to improve engine performance.[11] The "Six-30" came in a wide variety of body styles and wheelbases to seat between 2 and 7 passengers.[11] .[11] .[11]

"Hot Spot" and "Ram's Horn" innovation

Chalmers introduced two mechanical devices in 1917 to overcome lower gasoline volatility. The "Hot Spot" and "Ram's Horn" warmed up the air-fuel mixture..[11]

Four wheel brakes

In late 1923 the Model Y could be purchased with an optional hydraulic four-wheel brake system for $75 based on hydraulics that had been originally developed for Lockheed. [14]

Racing

The Chalmers "30" won more motoring contests in proportion to the number entered than any other car-regardless price. It was never defeated in any race by any car in the same power and price class.[15] In two years of races, the Chalmers won 89 firsts, 32 seconds, and 21 thirds.

A Chalmers won the 1909 and 1910 Glidden Tour.[9]^:107 Other wins included the Vanderbilt Cup Races (1909), Crown Point Races, Candler Trophy Races, and Pikes Peak hill climb.[16]

Chalmers racing records

1909 Indiana Trophy Race Chalmers "30" was first, winning the Indiana Trophy on the Crown Point-Lowell circuit-232.74 miles at an average time of 51.S miles per hour.[15]

Santa Monica, California Chalmers "30" won first in 200-mile race, averaging 55.5 miles per hour.[15] National Light Stock Car Event Chalmers "30" won first place and the Merrimac Valley trophy in Lowell, Massachusetts-127.2 miles at an average time of 52 miles per hour.[15] Atlanta Georgia Speedway In November 1909, two Chalmers "30s" won every event in their class. Both cars averaged a mile for every minute they were on track during the week of racing. They won first and second place and the Candler trophy in a 100-mile race. For the week. the Chalmers' tally was five firsts, 11 seconds, and eight-thirds-the best average showing made.[15]

1909 Vanderbilt Race

Chalmers "30" won first in race for Massapequa trophy-126 miles in 129 minutes without a single stop. This is a world's speed record for cars of this type and has not been beaten since.[15]

Denver-Mexico City In May 1909, a Chalmers "30" made the trip a pathfinder for the "Flag to Flag" tour. This was the first car to make the trip on its power from the Rio Grande to Mexico City, running 2400 miles in 24 running days.[15] At the Fairmount Park, Philadelphia, a Chalmers "Forty" defeated one 90 horsepower, four 70 horsepower, and seven 60 horsepower cars. It was bested by only one car, a 90 horsepower of more than twice the price, and then only four minutes. The "Forty" was awarded the Consistency Prize because it did not stop a single time during the 200-mile race.[15]

Won the Portland Rose Festival Race Wemme trophy and first place by a Chalmers "Forty" running 103 miles in 104 minutes.[15]

Won the Minneapolis Tribune Trophy in 1908. 1909 and 1910 by a Chalmers car.[15]

Six 1917 cars were produced for racing.[16] The engine had 55 horsepowers, revved to 2600 rpm. [16]

Chalmers Award (1911–1914)

Before the 1910 season, Hugh Chalmers announced he would present a Chalmers Model 30 automobile to the player with the highest batting average in Major League Baseball at the end of the season.[17] The 1910 race for best average in the American League was between the Detroit Tigers' Ty Cobb and Nap Lajoie of the Cleveland Indians. American League President Ban Johnson said a recalculation showed that Cobb had won the race anyway, and Chalmers ended up awarding cars to both players.

In 1911, Chalmers created the Chalmers Award.[17] A committee of baseball writers was to convene after the season to determine the "most important and useful player to the club and the league." Since the award was not as effective at advertising as Chalmers had hoped, it was discontinued after 1914.[17]

1910: Chalmers Award controversy

In 1910 Cobb had a .004 lead on Nap Lajoie for the American League batting title. The prize for the winner of the title was a Chalmers automobile. Cobb won the title and the car. American League president Ban Johnson arbitrated and declared Cobb, the title's rightful owner.

In the end Hugh Chalmers chose to award a car to both Cobb and Lajoie.[18]

External sources

1915 Chalmers Model 32B video

1914 Chalmers video

1910 Chalmers in Fairbank museum video

References

1. "1911 Was a Good Year for Chalmers" (PDF). The Chalmers Automobile Newsletter. 9 (3): 2–4. July 2004. Retrieved February 6, 2020.
2. Zatz, David. "Roots of Chrysler: Chalmers cars". www.allpar.com. Archived from the original on July 22, 2013. Retrieved June 19, 2013.
3. Naldrett, Alan (2016). Lost Car Companies of Detroit. ISBN 9781467118736.
4. Zatz, David. "Roots of Chrysler: Chalmers cars". www.allpar.com. Archived from the original on July 22, 2013. Retrieved June 19, 2013.
5. "1911 Was a Good Year for Chalmers" (PDF). The Chalmers Automobile Newsletter. 9 (3): 2–4. July 2004. Retrieved February 6, 2020.
6. "How Chalmers (& Maxwell) Became Chrysler" (PDF). The Chalmers Registry. 9 (1): 1–5. Retrieved February 2, 2020.
7. "Maxwell Motor Profits". p 13 (41601). The Times. October 5, 1917.
8. Kimes, Beverly Rae; Clark, Henry A., Jr. (1989). "Chalmers". Standard Catalog of American Cars 1805-1942 (second ed.). Krause Publications. p. 257. ISBN 0-87341-111-0.
9. Clymer, Floyd (1950). Treasury of Early American Automobiles, 1877–1925. New York: Bonanza Books.
10. "CHALMERS MOTORS CUTS PRICES: Reduced for All Kinds With Production Down to About Twenty Cars a Day". The Wall Street Journal. November 2, 1921. ProQuest 130007977.
11. "The Chalmers Automobile Newsletter" (PDF). The Chalmers Automobile Registry. Retrieved January 27, 2020.
12. "The Chalmers Automobile Newsletter" (PDF). Chalmers Registry. Retrieved January 22, 2020.
13. Hammond, D. C. "The Chalmers Automobile Newsletter" (PDF). The Chalmers Automobile Registry. Retrieved January 25, 2020.
14. "The Chalmers Automobile Newsletter" (PDF). The Chalmers Automobile Newsletter. Retrieved February 1, 2020.
15. Fanucci, Charles (March 1994). "Some Chalmers Records". Horseless Carriage Gazzete. 56 (2): 18–43.
16. "The Chalmers Automobile Newsletter" (PDF). The Chalmers Automobile Newsletter.
17. "Chalmers Automobile Registry" (PDF). Retrieved January 25, 2020.
18. Gillette, Gary; Palmer, Pete (2007). The ESPN Baseball Encyclopedia (Fourth ed.). New York: Sterling Publishing Co. pp. 1764–1765. ISBN 978-1-4027-4771-7.